Abatement programs in urban areas and their interlinkage to European strategies

1

1Senate department of urban development

Unit IX D: air pollution and noise control, M. Lutz

Abatement programs in urban areas Abatement programs in urban areas and theirand their

interlinkage to European strategies interlinkage to European strategies

Martin LutzSenate Department for Urban Development

Berlin

situation sources solutions challenges Issues for discussion

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Considering urban air areas in a European Considering urban air areas in a European LRTAP strategyLRTAP strategy why ? why ?

Aim is peoples’ healthhealth – most people live in urban urban areasareas (e.g. in Sweden 7.5 of 9 Mio)

large-scalelarge-scale pollution backgroundbackground contributes also to exposureexposure of urbanurban population more than half of premature mortality in Swedish cities due

to regional PM background

Emissions of urbanurban areas contribute to large-scaleto large-scale backgroundbackground and large-scale effects

EmissionsEmissions density is highhigh in urban areas implementation of any strategy is to focus on urban areas cities are “binding grids”

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Acidification

Eutrophication

Tropospheric ozone

Multi pollutants / multi effects approach: extended version with new avenues for action

SO2

NH3

NOx

NMVOC

Climate change

Particulatematter

Urban air quality

CO

CH4

CO2

N 2O

primaryPM

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Current situation Current situation example Paris 2003 example Paris 2003

10397

9682

7569

565252

504949

4847

4645

444444

4343

4241

3737

363333

272727

2013

0 10 20 30 40 50 60 70 80 90 100 110

Bd périphérique AuteuilPlace Victor Basch

Autoroute A1 Saint-DenisQuai des Célestins

Av. des Champs ElyséesRue Bonaparte

Paris 18èmeParis 7ème

Neuilly-sur-SeineParis 12èmeAubervilliers

Ivry-sur-SeineParis 13ème

Paris 1er les HallesLa DéfenseSaint-DenisParis 6ème

GennevilliersIssy-les-Moulineaux

BobignyCachan

ArgenteuilVitry-sur-Seine

Tremblay-en-FranceEvry

VersaillesGarches

MontgeronMelun

Mantes-la-JolieCergy-Pontoise

Forêt de RambouilletForêt de Fontainebleau

µg/m3

stations urbaines

Objectif de qualité : 40 µg/m3

Valeur limite 2010 : 40 µg/m3

stations périurbaines

stations trafic

stations rurales régionales

RoadsideRoadsideUrbanUrbanSuburbanSuburbanRuralRural

Limit Value: 40Limit Value: 40g/mg/m33

Margin of Tolerance, 2003: 53Margin of Tolerance, 2003: 53g/mg/m33

Annual mean NO2 levels

Source: D. Gombert, AIRPARIF

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limit value limit value

Current situation Current situation example Germany 2003 example Germany 2003

NO2 PM10

Source: A. Graff, UBA

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Milan – 2003 – “via Messina” (urban background station – city centre – gravimetric method)

PM2.5 (µg/m3)

PM10 (µg/m3)

PM2.5/PM10 Annual Mean

Number of days

> 50 ug/m3

Annnual Mean

37 59 0,63 137

PM10 Rural Background

Druento La Mandria

(TO)

Buttigliera D'Asti (Asti)

S.Rocco al Porto (Lodi)

Druento La Mandria

(TO)

Buttigliera D'Asti (Asti)

S.Rocco al Porto (Lodi)

Gravimetric Gravimetric TEOM Gravimetric Gravimetric TEOM2002 30 42 27 7 26 272003 33 43 28 59 105 1

ANNUAL MEAN N. Days above 50 ug/m3

Current situation Current situation example Regione Lombardia 2003 example Regione Lombardia 2003

Source: C. M. Marino, ARPA, 2004

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Many cities cities within the EU will have troublehave trouble meeting the EU Limit ValuesMainly PM10 an NO2

Benzene still a problem in southern Europe

EU in 2001: PM10 Limit Values exceeded 34% of >700 sites, and in 180 cities180 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

Current situation Current situation interim conclusioninterim conclusion

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Source analysisSource analysis Simplified schematic of the PM pollution Simplified schematic of the PM pollution

PM [µg/m³]

urban background

regional background

hemisspheric/natural background

Urban areas countryside

1015

20

30

25

35

40 Traffic, local sources

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EC5,9%

OM EC2,8%

NO3-5,1%

SO42-10,2%

NH4+

Na,Mg,Cl

K, CaRest

Rest

NO3-3,9%

Na,Mg,Cl

K, Ca

SO42-1,6%

NH4+

Na,Mg,ClNH4+

RestK, Ca

SO42-0,9%

NO3-1,7%

EC3,5%

OM

OM

Regional background

Urban background

Local traffic

Source analysis Source analysis speciation and origin of PM10 in Berlinspeciation and origin of PM10 in Berlin

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Attributing PM10 sourcesAttributing PM10 sources Sectors contributing to Sectors contributing to total PM10 at a busy total PM10 at a busy

traffic spot in Berlin traffic spot in Berlin........

new data of 2002

Institut für Energie- und Umwelttechnik e.V.

other2%

Industry & power plants22%

agriculture4%

domestic heating & solvents

3%

Industry & power plants

3%

domestic heating & solvents

9%

other3%

road traffic non-exhaust

7%

traffic exhaust10%

traffic non-exhaust15%

road traffic exhaust11%

traffic exhaust9%

road traffic non-exhaust

1%

local traffic

regional background#urban background

#based on values recorded at the top of a radio tower 324m above ground

exhaust

non-exhaust

non-exhaust

exhaust

cars

HDV&LDV

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source analysis source analysis interim conclusioninterim conclusion Motor traffictraffic is the predominantpredominant source of PMsource 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 halfhalf of traffic related PM10 traffic related PM10 stems from road&tire abrasiontire abrasion and resuspension of road dust 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 %

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Likely trend of regional PMLikely trend of regional PM1010 & urban NO & urban NO22 background background

impact of a Cimpact of a CurrenturrentLELEgislationgislation- scenario in & around Berlin- scenario in & around Berlin

by 2010: we might get < 15%% reduction of regional PM,regional PM,

but we need ~ 20% by 200520% by 2005

Source: Stern, et al., 2004

by 2010: we might get ~ 20%%

reduction of urbanurban NONO22

but we need > 25%25%

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CLE/Baseline scenario CLE/Baseline scenario interim conclusioninterim conclusion

Expected improvement of PM10 and NO2 pollution insufficient

Further action needed

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Action being taken by cities Action being taken by cities transport sector transport sector (i)(i)

control of vehicle emissions through technical means and cleaner fuels

Cleaning Cleaning municipalmunicipal vehicle vehicle fleetsfleets (e.g. Regione Lombardia: 2000 new LPG/CNG buses)(e.g. Regione Lombardia: 2000 new LPG/CNG buses)

FinancialFinancial 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 Regulatory measuresmeasures• Smog regulations Smog regulations with ban of polluting vehicleswith ban of polluting vehicles

(e.g. Regione Lombardia, Paris) (e.g. Regione Lombardia, Paris) Effect fairly limited Effect fairly limited on PM peaks and NO2 annual mean on PM peaks and NO2 annual mean even in Milano even in Milano average reduction of PM hourly valuesaverage reduction of PM hourly values only 5% only 5% rising rising share ofshare of regional background PM during episodes regional background PM during episodes (Berlin>70%)(Berlin>70%)

• Low Emission Zones (Low Emission Zones ( Rome, SW cities, London, Greenwich) Rome, SW cities, London, Greenwich) London: lorries, buses taxes need EURO II & CRT: expected additional 9% PM-London: lorries, buses taxes need EURO II & CRT: expected additional 9% PM-

Emission-reduction in 2007Emission-reduction in 2007• Licensing arrangement for public transport services

(buses, taxes)

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Enhanced large-scale PM transport during episodes Enhanced large-scale PM transport during episodes little effect of local short term measureslittle effect of local short term measures

Source: one year backward trajectory statistics by E. Reimer, 2004

sulphate nitrateBerlin

Spatial distribution of potential source areas of secondary PM-10 imported into the Greater Berlin area

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Enhanced large-scale PM transport during episodes Enhanced large-scale PM transport during episodes little effect of local short term measureslittle 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

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Regulatory Regulatory measuresmeasures• Smog regulations Smog regulations with ban of polluting vehicleswith ban of polluting vehicles

(e.g. Regione Lombardia, Paris) (e.g. Regione Lombardia, Paris) Effect fairly limited Effect fairly limited on PM peaks and NO2 annual mean on PM peaks and NO2 annual mean even in Milano even in Milano average reduction of PM hourly valuesaverage reduction of PM hourly values only 5% only 5% rising rising share ofshare of regional background PM during episodes regional background PM during episodes (Berlin>70%)(Berlin>70%)

• Low Emission Zones (Low Emission Zones ( Rome, SW cities, London, Greenwich) Rome, SW cities, London, Greenwich) London: lorries, buses taxes need EURO II & CRT: expected additional 9% PM-London: lorries, buses taxes need EURO II & CRT: expected additional 9% PM-


(buses, taxes)

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Regulatory Regulatory measuresmeasures• Smog regulations with ban of polluting vehicles Smog regulations with ban of polluting vehicles

(e.g. Regione Lombardia, Paris) (e.g. Regione Lombardia, Paris) Effect fairly limited on PM peaks and NO2 annual mean Effect fairly limited on PM peaks and NO2 annual mean even in Milano average reduction of PM hourly values only 5%even in Milano average reduction of PM hourly values only 5% rising share of regional background PM during episodes (Berlin>70%)rising share of regional background PM during episodes (Berlin>70%)

• Low Emission Zones (Low Emission Zones ( Rome, SW cities, London, Greenwich) Rome, SW cities, London, Greenwich) London: lorries, buses taxes need EURO II & CRT: London: lorries, buses taxes need EURO II & CRT: expected additionalexpected additional 9% PM 9% PM--


(buses, taxes)

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Action being taken by cities Action being taken by cities transport sector transport sector (ii)(ii)

contain road traffic volume (growth)contain road traffic volume (growth) Congestion chargingCongestion charging (e.g. London): (e.g. London):

Effect: Effect: 12% less NOx und PM10 emissions Extension planned

Parking feesParking fees (e.g. Berlin), park & ride (e.g. Berlin), park & ride sustainable transport- and urban planningsustainable transport- and urban planning

Investment in cleaner transport modes Investment in cleaner transport modes (public transport & cycling)(public transport & cycling)

Berlin: 10 bn € last decade Berlin: 10 bn € last decade still low car density (340 cars/1000 people)still low car density (340 cars/1000 people)< 40% share of car traffic < 40% share of car traffic

London: 10 bn London: 10 bn £ £ next 5 yearsnext 5 yearsRegione Lombardia: 6 bn € next 12 yearsRegione Lombardia: 6 bn € next 12 years

Bus lanes, priority at traffic signals for buses & tramsBus lanes, priority at traffic signals for buses & trams Restrict parking capacities in new buildingsRestrict parking capacities in new buildings

needs long time to take effectneeds long time to take effect

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Action being taken by cities Action being taken by cities transport sector transport sector (iii)(iii)

OptimisedOptimised traffic management traffic management re-routeing through traffic in city centres re-routeing through traffic in city centres on tangential roadson tangential roads

effect in large cities: ~ 10% reduction in Berlin’s centreeffect in large cities: ~ 10% reduction in Berlin’s centre rerouting HDV traffic rerouting HDV traffic in sensitive areas (Prague)in sensitive areas (Prague)

Field test in Berlin: -7% PM10, -20% NOx pollutionField test in Berlin: -7% PM10, -20% NOx pollution bypass roads to calm traffic bypass roads to calm traffic in sensitive areasin sensitive areas No net reduction of emissionsNo net reduction of emissions

Better road maintenance to Better road maintenance to reduce abrasionreduce abrasion Ban/Ban/chargingcharging use of use of studded tyresstudded tyres (Scandinavia) (Scandinavia) Speed limitsSpeed limits

big effect on noisebig effect on noise little effect on air quality little effect on air quality

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Large installations: BAT, local controls on industry House heating/small combustion

BAT for burnersFuel 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

Action being taken by cities Action being taken by cities otherother sectors sectors

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DeclineDecline of regional PMregional PM background too slowslowLocal efforts cannot compensate

VehicleVehicle emission standardsstandards lag behindlag behind progress in control technologycontrol technology and in relation to ambition of PM and NO2- limit values we could achieve more emission reduction earlier

Little/no progressLittle/no progress in NO2NO2 - reductionShift to diesel cars and vans Shift towards higher NO2/NOx emission ratio & rising

oxidation capacity of the urban atmosphereDrop of real word emissions lag behind expectations (“test

cycle beat”) Non-exhaust PM emissions significantNon-exhaust PM emissions significant and largely

depending on traffic volume

Action being taken by cities Action being taken by cities ChallengesChallenges ( (ii))

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Long-term trend of PM10 and EC in BerlinLong-term trend of PM10 and EC in Berlin

0

5

10

15

20

25

30

35

40

1994 1995 1996 1997 1998 1999 2000 2001 2002 2003

PM

10

[µ

g/m

³]

0,0

1,5

3,0

4,5

6,0

7,5

9,0

10,5

12,0

EC

[µ

g/m

³]

regional background

urban contribution (traffic + background)

EC traffic

1





Little/no progressLittle/no progress in NO2NO2 - reductionShift to diesel cars and vans Shift towards higher NO2/NOx emission ratio & rising

oxidation capacity of the urban atmosphereDrop of real word emissions lag behind expectations (“test

cycle beat”) Non-exhaust PM emissions significantNon-exhaust PM emissions significant and largely

depending on traffic volume


1



0,000

0,050

0,100

0,150

0,200

0,250

g/k

Wh

PM-Grenzwerte für Nfz-Motoren in g/kWh

EU (ETC) 0,160 0,160 0,160 0,160 0,160 0,030 0,030 0,030 0,030 0,030 0,030 0,030 0,030

Japan 0,250 0,250 0,250 0,180 0,180 0,027 0,027 0,027 0,027 0,027 0,027 0,027 0,027

USA 0,133 0,133 0,133 0,133 0,133 0,133 0,133 0,013 0,013 0,013 0,013 0,013 0,013

UBA-Vorschlag (ETC) 0,003 0,003 0,003 0,003 0,003

2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012

PM Emission Standards for HDV Engines in g/kWh

Source: Stefan Rodt, UBA Berlin, 2003

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0,000

1,000

2,000

3,000

4,000

5,000

6,000

g/k

Wh

NOx-Grenzwerte für Nfz-Motoren in g/kWh

EU (ETC) 5,00 5,00 5,00 5,00 5,00 3,50 3,50 3,50 2,00 2,00 2,00 2,00 2,00

Japan 4,50 4,50 4,50 3,38 3,38 2,00 2,00 2,00 2,00 2,00 2,00 2,00 2,00

USA 5,32 5,32 5,32 5,32 2,66 2,66 2,66 0,27 0,27 0,27 0,27 0,27 0,27

UBA-Vorschlag (ETC) 1,00 1,00 0,50 0,50 0,50

2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012

NOx Emission Standards for HDV Engines in g/kWh

Source: Stefan Rodt, UBA Berlin, 2003

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Little/no progressLittle/no progress in NO2NO2 - reductionShift to diesel cars and vans Shift towards higher NO2/NOx emission ratio &

rising oxidation capacity of the urban atmosphereDrop of real word emissions lag behind

expectations (“test cycle beat”)


1



Long-term trend of NO2 and NO in BerlinLong-term trend of NO2 and NO in Berlin

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Higher HDV NOx-emissions in GermanyHigher HDV NOx-emissions in Germany

NOx Emissions from HDV in Germany According to HBEFA 1.2 and HBEFA 2.0

0

100,000

200,000

300,000

400,000

500,000

600,000

700,000

1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010

Year

According to HBEFA 1.2

According to HBEFA 2.0 (provisional)

Earlier Calculation

New Calculation 2003

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Non-exhaust PM emissions significantNon-exhaust PM emissions significant and largely depending on traffic volume

Lacking “integration”Lacking “integration” in EU transport&funding policybias of investmentinvestment into road infrastructureroad infrastructure EUEU funds still awardaward excessive built up of road built up of road

capacitiescapacities Unsustainable growthUnsustainable growth in freight transport and car

motorisation

Action being taken by cities Action being taken by cities ChallengesChallenges ( (iiii))

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Local and European/national action on transport Local and European/national action on transport examples for examples for interdependenciesinterdependencies

Local actionLocal action needs national/European actionnational/European action

Economic incentives for clean vehicles

(proposal for) EURO V/VI/EEV EU

re-interpretation of state aid & internal market rules EU

tax incentives nat/EU

Low emission zone (proposal for) EURO V/VI/EEV EU

Alternative fuels/vehicles

R&D, funding on a large scale, tax incentives nat/EU

tackle non-exhaust PM traffic emissions

R&D in more efficient street cleaning nat/EU

metric/legal form of future PM standard EU

Contain traffic volumes

Integration of environment into transport policy nat/EU

metric/legal form of future PM standard EU

Even pure local action needs EU support

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One strategy for all scales One strategy for all scales issuesissues arising from arising from an urban perspectivean urban perspective (i)(i)

for policy …. in framing external factorsexternal factors, like (road) traffic

volumes and energy efficiencystronger 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 objectivesmake sure, they can be achieved also in urban

areas by cost-effective control measures Cities are the binding grids in terms of exposure

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One strategy for all scales One strategy for all scales issuesissues arising from arising from an urban perspectivean urban perspective (ii)(ii)

for policy … in setting/reviewing of environmental objectives

CertaintyCertainty on the future type of PM objectivesfuture 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 legallylegally binding AQ standards desirable ?

in order to drive progress in emission control technology and regulations

In order to facilitate implementation of local measures

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One strategy for all scales One strategy for all scales issuesissues arising from arising from an urban perspectivean urban perspective (iii)(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 ?

KeepKeep format of objectives in AQ legislation format of objectives in AQ legislation simplesimple

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Cross section through EU

Definition of environmental objectives used in the Definition of environmental objectives used in the daughter directive and as basis for the NECsdaughter directive and as basis for the NECs

Ozone level

Long-term Environmental Objective (~WHO- guideline)

Target Value

Interim level achieved byimplementing the NECs

‘Current’ Level in each zone/grid cell

-X%

-X%

-X%

-X%

-X%

-X%

Equal percentage of reduction(gap-closure)everywhere

Additional improvementin hot spot areas

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One strategy for all scales One strategy for all scales issuesissues arising from arising from an urban perspectivean urban perspective (iv)(iv)

for science…. tools and approach for strategy development

to cover the urban scaleas a minimum: dispersion models, emissionswhat about IAM, costs of local measures ?

progress on the uncertainty of PM health impacts

sufficient fuel for discussions …..

Nu kNu kör viör vi ! !

Documents

Abatement programs in urban areas and their interlinkage to European strategies