1. Senate Department for Urban Development
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”

4. Current situation  example Paris 2003
Annual mean NO2 levels
Limit Value: 40g/m3
Roadside Urban Suburban Rural
Margin of Tolerance, 2003: 53g/m3
And more in Dominique’s talk
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)
PM10 Rural Background
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 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
Martin on numbers of cities with problems EU/Germany-wide

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

9. Source analysis  speciation and origin of PM10 in Berlin
Die Abbildung zeigt die Zusammensetzung des PM10 in einer städtischen Hauptverkehrsstraße, dargestellt nach räumlicher Herkunft.
Knapp die Hälfte des PM10 stammt aus Quellen außerhalb des Ballungsraumes und überwiegend aus sekundär gebildeten Feinstaubpartikeln.
Die andere Hälfte stammt aus Quellen in der Stadt, die sich wiederum hälftig aus dem Beitrag des lokalen Verkehrs in der Hauptverkehrsstraße und dem Einfluss anderer städtischer Quellen (einschließlich des Verkehrs in anderen Straßen) zusammensetzt.
Im lokalen Verkehrsanteil ist der kohlenstoffhaltige Beitrag am höchsten. Auch der überwiegend der Aufwirbelung von Straßenstaub zuortbare Teil des „Rest“-Staubes ist beträchtlich.

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 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
NO2 regional background usually less than 20 %
Zusammenfassung unserer vorläufigen Analyse der Quellbeiträge zu PM10
- Staub aus Bautätigkeit trägt zu 5% zum urbanen PM10-Hintergrund bei
- 70% des durch Berliner Quellen verursachten PM10 (also ohne den nicht durch die Berliner Politik direkt beeinflussbaren Beitrag von außerhalb) ist dem Verkehr zuzurechnen
- mehr als die Hälfte des verkehrsbzogenen PM10 Anteils in einer Straßenschlucht ist Reifen/Straßenabrieb und Aufwirbelung - der mit der Verkehrsstärke korreliert ist
Fazit: Es müssen die motorspezifische Emissionen und die nicht aus dem Auspuff stammenden PM10-Emissionen des Verkehrs reduziert werden

12. CLE Scenario  multi-scale modelling
~30x30 km2
4x4 km2
Street canyon
1x1 km2
Expected E-reduction :
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 > 25%
 by 2010: we might get < 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 (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)

16. Enhanced large-scale PM transport during episodes
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
sulphate
nitrate
Berlin
Source: one year backward trajectory statistics by E. Reimer, 2004

17. Enhanced large-scale PM transport during episodes
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 (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 (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)

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)
< 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 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

22. Potential to calm traffic in Berlin‘s city centre
1998
2015

23. Traffic related measures to reduce PM10
Traffic related measures to reduce PM  reduction potential in Austria
Local action
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 (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

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
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
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 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

34.  Even pure local action needs EU support
Local and European/national action on transport examples for interdependencies
Local action needs national/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
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
 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.  Keep format of objectives in AQ legislation simple
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
Cross section through EU
‘Current’ Level in each zone/grid cell
Ozone level
-X%
Equal percentage
of reduction
(gap-closure)
everywhere
Interim level achieved by
implementing the NECs
Target Value
Additional improvement
in hot spot areas
Long-term Environmental Objective (~WHO- guideline)

39. Nu kör vi !  sufficient fuel for discussions …..
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 !