Post on 23-Jun-2015
description
Lucy SadlerSadler Consultants Ltd
Edinburgh, 17th July 2014
LEZs in Europe
CSadler
onsultants
Specialists in air quality policy
CSadler
onsultantswww.lowemissionzones.eu : www.airqualitypolicy.co.uk
Where did it all start…?• 1996 3 LEZs in Sweden
• 2002 North Italy, with winter LEZs, Mont Blanc tunnel restrictions & cost variations
• 2008, London, Berlin, Cologne, Netherlands, Milan Ecopass started
• Meanwhile ~ 200 LEZs planned / in operation
• ~1760 local authorities, 13 countries
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CSadler
onsultantswww.lowemissionzones.eu : www.airqualitypolicy.co.uk
LEZs in Europe
~200 LEZs
~1760 auths
13 countries
+ Japan, Beijing…
From www.lowemissionzones.eu or www.urbanaccessregulations.eu – Info on European LEZs, run by us (CLARS)
8(3)
2(1)
1
1
1
1270(1)
5
1630
6
(1)Antwerp
1
3
CSadler
onsultantswww.lowemissionzones.eu : www.airqualitypolicy.co.uk
Why did it all start?• Air quality, health, EU limit values
• Ecopass also due to congestion
• CO2 & climate change was not an issue with LEZs– Little traffic reduction observed for ‘normal’ LEZs– Fleet changes vehicle rather than stop journey
• However– now realised climate change importance of black carbon
– Combination with congestion charge
– ULEZ restricting far more vehicles
• Make LEZs more relevant to climate change than previously thought
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CSadler
onsultantswww.lowemissionzones.eu : www.airqualitypolicy.co.uk
LEZ Overview• A wide range of LEZs, Variations on a theme,
• Vehicles: from all vehicles → lorries only
• Sizes: from ~2000km2 → Lisbon Zone 1
• Emissions standards: Petrol Euro 1 → Diesel Euro 4, (Euro VI)
• Enforcement: camera, sticker, checking papers, (transponder)
• Most PM focused - eg Euro 4(PM)• Allows greater emissions impact for lower cost
• Diesel particulate filter allows PM10 reduction, now also de-NOx
• Most phased introduction
• NO2-focused schemes investigated + London buses
• LEZ investigations / plans continuing – Norway, UK, Belgium, France, Czech Republic, Portugal…
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CSadler
onsultantswww.lowemissionzones.eu : www.airqualitypolicy.co.uk
Germany
• National framework, local decision & implementation• All vehicles except 2 & 3 wheelers
– Class 2: All diesel vehicles Euro 2(PM); petrol Euro 1– Class 3: All diesel vehicles Euro 3(PM); petrol Euro 1– Class 4: All diesel vehicles Euro 4(PM); petrol Euro 1
• eg Berlin from 1.1.2008, from 2010Freiburg from 2010, from 2012, from 2013
• Baden-Württemberg co-ordinating 20+ towns - those with PM10 problem start March 2008; NO2 problem 2010.
• Manually enforced with sticker, fines & points on your driving licence
• Tax incentives for retrofits & cheaper loans for new vehicle purchase to help compliance
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CSadler
onsultantswww.lowemissionzones.eu : www.airqualitypolicy.co.uk
The Netherlands• 13 LEZs with national framework• Lorries only >3.5T
– 2008-2010• Euro 1 and less banned• Euros 2 & 3 require filter• Euro 4, 5, 6, EEV, gas, hydrogen, E85 allowed in
– 2010 - July 2013• Euro 2 and less banned• Euro 3 require filter & must be <8 years• Euro 4, 5, 6, EEV, gas, hydrogen, E85 allowed in
– After July 2013• Only Euro 4, 5, 6, EEV, gas, hydrogen, E85 allowed in
– From 2015 vans in >= 1 city– Had ‘covenant’ before national legislation
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CSadler
onsultantswww.lowemissionzones.eu : www.airqualitypolicy.co.uk
Milan (Ecopass)Congestion Charge & LEZ
• More polluting vehicles chargedfor entry 7:30-19:30 – Free: Class 1
• AFV; gas, electric, hybrid
– Free: Class 2 • Petrol: cars Euro 3+• Diesel: cars & GV Euro 4+ or with filter
– 2€/day: Class 3• Petrol Euro 1, 2
– 5€/day: Class 4• Petrol: cars Euro 0; GV Euro 1, 2; • Diesel: cars Euro 3; GV Euro 3; buses Euro 4 & 5
– 10€/day: Class 4• Diesel: cars Euro 0; GV Euro 0-2; bus Euro 0-3
• Resident & multiple entry discounts (non-commercial vehicles only)• In addition to LEZ controls• Reduced traffic & pollution• In operation 1.1.2008 - 31.12.2011. Now simple charge plus ban for pre-
Euro 4 diesel, pre-Euro 1 petrol (‘Area C’)
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CSadler
onsultantswww.lowemissionzones.eu : www.airqualitypolicy.co.uk
Norway
• In planning / consideration for 3 towns
• NO2 focused
• Would work on an ‘Environmental Tax’ basis– Building on existing AutoPASS entry charges
• Vehicles <Euro 6/VI pay– Lower Euro standard → higher cost– Priority → Euro VI/6, banning could only be done later (+ culture of
environmental tax)
• Camera and transponder enforced– As are AutoPASS & studded tyre charges
Oslo9
CSadler
onsultantswww.lowemissionzones.eu : www.airqualitypolicy.co.uk
Retrofit certifications• LEZ-based certifications
– So far, each country has had its own certification scheme, similar but slightly different
– All bring the vehicle to a higher Euro standard for PM
• New ISO Standard– For both PM10 (↓90%) and/or NO2 (↓60%)
– Can be used from end 2014– Should also enable new standards
• eg Euro III / Euro II + full DPF or • Euro VI / Euro V + de-NOx
– Means a separate certification is not needed• France has new certification based on draft ISO → final ISO when published
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CSadler
onsultantswww.lowemissionzones.eu : www.airqualitypolicy.co.uk
LEZ impact• Will depend on city eg
– LEZ• Standard• Size• Vehicles affected• How well enforced• How people comply (new vehicles, retrofit, 2nd hand vehicles)
– Pre-LEZ vehicle fleet• Vehicle fleet age & vehicle types
– The pollution problem• How bad problem is• % traffic pollution• % local vs external pollution• Geography of the city• Weather
• Weather changes each year– Care needed to compare concentrations before & after– Calculations needed
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CSadler
onsultantswww.lowemissionzones.eu : www.airqualitypolicy.co.uk
Non-AQ impacts• Traffic flows have remained fairly constant
– Exception is the Milan• Little negative business impacts reported
– Many forecast, including job losses– DE & NL have ‘hardship’ exemptions, few have been taken
• Gothenburg haulier & supplier LEZ survey was positive – 21% very good 'overall rating‘, 28% fairly good, only 20% negative
• LEZs cost both to run and comply with– Again, exemption is Milan Ecopass in terms of running cost
• But improve health and save money• Health and financial benefits
– Copenhagen's 1st phase estimated to reduce 90 premature deaths and save the community 10m€
– 2nd phase estimated to reduce 150 deaths, 150 relevant hospital admissions, 750 bronchitis attacks, 8,000 asthma attacks & 90,000 days of restricted activity
• Worth remembering: diesel emissions are carcinogenic, with more health impact than simply PM10 (WHO announcement)
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CSadler
onsultantswww.lowemissionzones.eu : www.airqualitypolicy.co.uk
Impact of LEZ in Stockholm (in 2000)
0,0
0,5
1,0
1,5
2,0
2,5
3,0
No zone With zone2000
Full Zone
Illegal vehicles
Motor exchange
Exhaust aftertreatment
Other legal vehicles
Ton /year
Vehicle category
-40%
-50%
Zone 2000: 0.5 - 9 %
Full zone: 0.5 - 12 %
Emissions of PM10 Emissions of NOx
Concentrations of PM0.2
0
50
100
150
200
250
No zone With zone2000
Full Zone
Illegal vehicles
Motor exchange
Exhaust aftertreatment
Other legal vehicles
Ton /year
Vehicle category
-10%-20%
Enforcement improved since this assessment
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CSadler
onsultantswww.lowemissionzones.eu : www.airqualitypolicy.co.uk
Impact of London LEZ – post-implementationPollutant Of total emis Of traffic emis
NOx -2% (529T)
NO2 +2.6% (+116T)
CO2 +0.06% (4243T)
PM10 -1.9% (28T) -3%
PM2.5 -2.4% (-26T) -3.7%
NO2 Average concs reduced by 0.12 μg/m3, Peak reductions up to 0.16 μg/m3
Rigid HGVs phase 1 Euro 3(PM) Artic HGVs phase 1
No LEZ No LEZWith LEZ With LEZ
97% compliance:
PM10 Average concs reduced 0.03 μg/m3
Peak reductions up to 0.5 μg/m3
+ reductions from TfL buses ~ ↓90% 2000-2010 yet 32% more km [= ↓ 280%]
Black Carbon Reduced by 40-50%
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CSadler
onsultantswww.lowemissionzones.eu : www.airqualitypolicy.co.uk
* base
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Berlin15
CSadler
onsultantswww.lowemissionzones.eu : www.airqualitypolicy.co.uk
Impacts of Milan’s Ecopass• Primarily aimed at PM – Po valley• Concentration reduced
– PM10 annual average 4%, exceedences 13%
• Emissions from traffic (as well as traffic) reduced– PM10 19%, NOx 11%, CO2 9%
• During Area C operation 7:30-19:30 traffic emissions reduced– PM10 18%, NOx 10%, CO2 22%
Date at which 35 exceedences reached…Annual NOx emissions
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CSadler
onsultantswww.lowemissionzones.eu : www.airqualitypolicy.co.uk
PM metric & ‘safe levels’
• Diesel particulate, Black Carbon, Soot all reduced more than PM10 or PM2.5
• These are the metrics WHO now confirming as most harmful to health
• Even of PM10, there is no ‘safe level’, and all reduction in concentrations improves health
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CSadler
onsultantswww.lowemissionzones.eu : www.airqualitypolicy.co.uk
How achieve most impact• Decide if most impact, or most impact for least cost / CBA• Determine aims
– Health, CBA, LV compliance
• Most important sources first– Assess what makes sense for AQ ; what possible & when
• Standards & retrofit– Euro 4 or 6 (IV/VI), with retrofit, either dpf only, or dpf & scr →
nearly Euro VI
• Timing– Priority more Euro VI, reducing move to Euro V– Phasing to allow adjustment & compliance
• but avoid phasing with pre-Euro VI HDV standards
• Good enforcement, communication, high penalty• Complementary measures, funding
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CSadler
onsultantswww.lowemissionzones.eu : www.airqualitypolicy.co.uk
Factors affecting LEZ choices• Standards, size, vehicles
– Large / strong enough to make impact, yet affordable
– For NO2 → Euro VI or Euro V + de-NOx as soon as possible
• Vehicles included– Impacts, economics, politics
• Enforcement– Other schemes, cost, culture, LEZ size, impact
• Retrofit– ↑ impact (especially heavy duty vehicles), ↓ cost , ↑ acceptability,
• Pre-planning– Give advance notice; often needed within poltical term or by 2015 for EU
• Area– Ring road or known boundary
• City vehicles– Eg London had large impact with own buses
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CSadler
onsultantswww.lowemissionzones.eu : www.airqualitypolicy.co.uk
Needs careful assessment• Appropriate metrics needed• Difficult to separate LEZ from other factors
– But can be done
• Modelling to assess likely impact before implementation– Include pre-LEZ fleet, how comply, compliance rates etc– CBA useful, not only LVs, but health vs implem. costs
• Methods for post-implementation assessment include– Comparing ave AQ monitoring inside LEZ with comparable outside
– Source apportionment combined with conc. reductions to ascribe these to the traffic & therefore LEZ
– Monitored vehicle emissions standards pre- & post LEZ
– Statistical procedures, eg ‘meteorological normalisation’, to remove influence of variability from non-local sources; or identify the traffic component
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CSadler
onsultantswww.lowemissionzones.eu : www.airqualitypolicy.co.uk
Good Practice summary
• National framework if >1 city in the country- ↑ clarity, ↑ acceptance, ↓ to city, easier to understand & communicate
• Based on vehicle emission Euro standards– Retrofitting DPF reduces the cost of reducing especially PM
– Full filters significantly increase PM reduction, especially ultrafines
• Phase in scheme– Vehicles, area– Later phases had greater effect; earlier enabled drivers to adjust
• Plan ahead– Give enough warning to drivers ~ 1-2 years, set out future stages – Where less warning, more temporary exemptions (not as good)
• LEZ be large & strict enough to have impact– Stricter schemes have more impact AQ & affect more people
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CSadler
onsultantswww.lowemissionzones.eu : www.airqualitypolicy.co.uk
Good Practice summary (2)• Clear, simple, effective rules • Good communication, spread information
- Information spread around Europe if foriegn vehicles affected
• Few carefully chosen exemptions– More exemptions = less air quality impact– ‘Hardship’ exemptions in German & Dutch LEZs eg if no
retrofit available & prove newer vehicle will cause bankruptcy
• Good enforcement- Better enforcement, more air quality improvement and
fairness
• Part of a package of measures
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CSadler
onsultantswww.lowemissionzones.eu : www.airqualitypolicy.co.uk
Main Mechanisms
• Bus LEZs: Traffic Commissioner regulation, Green Bus Fund £
• General LEZ: TRO / Congestion Charge (CCS)
• ULEZ in central area combined with CCS– Combining with CCS is an opportunity rather than a
challenge, see Area C, London enforcement
• LEZ for captive fleets– Bus, dustbin lorries, council fleet
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CSadler
onsultantswww.lowemissionzones.eu : www.airqualitypolicy.co.uk
National Framework
• Needed for LEZs other than bus LEZs– UK Government & DfT ‘seem reluctant’
– Scottish Government could have a Scottish framework, which English authorities then also adopt?
• National framework resolve many issues, potentially with some variations for cities to choose, eg DE
• More details in DfT report
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CSadler
onsultantswww.lowemissionzones.eu : www.airqualitypolicy.co.uk
CostsBetter enforcement
= ↑ impact
→ ↑ implementation/running £
(= ↑ affected → slightly ↑ compliance £)
Stricter standard
= ↑ impact = ↑ affected → ↑ compliance £
More affected
= ↑ impact = ↑ compliance £ • (Good) Manual enforcement
– ↓ £ implementation ↑ £ running– Enforce / require parking, ↓£
• Camera enforcement – ↑£ implementation ↓£ running
– With CCS, enforcement comes ‘free’
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CSadler
onsultantswww.lowemissionzones.eu : www.airqualitypolicy.co.uk
Sharing experience
• CLARS Platform membership
• See www.urbanaccessregulations.eu/public-authorities • European Commission funded, membership is FREE and
provides access to:– A large collection of relevant information, guidance, advice and
links– Ask questions of the secretariat and other LEZ/ARS authorities– A forum to ask questions, discuss issues, post information– Periodic emails with news, updates and issues– EC considering guidance for LEZs & urban road charging.
CLARS would be used for informal consultation– The Platform is here to provide what you need, so let us know
what else you need!
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CSadler
onsultantswww.lowemissionzones.eu : www.airqualitypolicy.co.uk
Some Best Practice cities
• Berlin– Manual enforcement, assessments, other measures,
approachable…
• Milan– CCS & LEZ, camera enforced
• London– You are probably already in contact
• Stockholm– Long experience & with CCS
• Netherlands have negotiation with hauliers– Very Dutch approach – & amazing! (expensive too in grants)
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CSadler
onsultantswww.lowemissionzones.eu : www.airqualitypolicy.co.uk
For more information on LEZs
Lucy Sadlerwww.lowemissionzones.eu
or www.urbanaccessregulations.eu
Lucy.Sadler @ airqualitypolicy.co.uk00 49 7641 9375 335
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