london low emission zone study david hutchinson international union of air pollution prevention and...
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LondonLow Emission Zone
StudyDavid Hutchinson
International Union of Air Pollution Prevention and Environmental Protection Association in association with theIntegrated Program on Urban, Regional and Global Air Pollution Mexico City January 19-23 2004
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The Mayor’s StrategiesThe Greater London Authority Act requires
the Mayor to prepare strategies for
• Transport • Economic
development • Biodiversity• Air quality• Culture
• Spatial development
• Municipal waste management
• Ambient noise• Energy
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Cleaning London’s AirThe Mayor’s Air Quality Strategy
MAYOR OF LONDON
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A hierarchy of strategies
EU Directives
National Air Quality Strategy
The Mayor’s Air Quality Strategy for London
Local Air Quality Management
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Air Quality Strategy for England,
Scotland, Wales and Northern Ireland
fine particles nitrogen dioxide
sulphur dioxide carbon monoxide
lead benzene 1,3-butadiene ozone
polyaromatic hydrocarbons
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Air quality in London in 2005 NO2
Belowtarget
Abovetarget
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Sources of pollution
Nitrogen oxides
Road transport
Rail, aviation, ships
Regulated industrial processesGas use in commercial and residential buildings
Gas use in non-regulated industrial facilities
Other
Fine particles
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What more can London do?
Introduce a Low Emission Zone?
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What is a Low Emission Zone?
A Low Emission Zone is a zone
from which vehicles which fail to meet a specified emission standard
(such as Euro II) are excluded
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London Low Emission Zone Feasibility Study
Undertaken by consultants for:• Greater London Authority• Association of London Government• Transport for London• London Boroughs• Department for Transport• Department for Environment, Food & Rural Affairs• National Society for Clean Air• Energy Saving TrustReport completed July 2003 and available at:http://www.london-lez.org
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London LEZ options
Vehicles Lorries
London Buses
Coaches
Vans
Licensed taxis
Private hire
Cars
Start date
2005
2007
2010
Emission criteria Euro 1
Euro 2
Euro 3
Euro 4
RPC
Recommended London Low Emission Zone options
Operation & enforcement
Manual
Automatic
Area Central London
Inner London
Greater London
Up to the M25
Heathrow
Outer London
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Area of the Zone
Same as the Congestion Charging Scheme
Up to - but not including - the North South Circular
Heathrow
The Greater London boundary
Up to - but not including - the M25
An outer London area (stand-alone
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Sources of pollution from vehicles
Nitrogen oxides
Lorries
Buses
VansDiesel cars
Petrol cars
Other
Fine particles
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Which vehicles?
0 5 10 15
Articulated lorry
Bus/Coach
Rigid lorry
Van
Car Grammes of NOX per kilometre travelled
0 0.1 0.2 0.3 0.4 0.5
Articulated lorry
Bus/Coach
Rigid lorry
Van
Car Grammes of PM10 per kilometre travelled
Lorries, buses and coaches have the highest emissions per kilometre travelled
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Recommendations in relation to vehicles
• If a Low Emission Zone is established, it should start with a scheme that targets lorries, London buses and coaches, as these vehicles have disproportionately high emissions per vehicle. Targeting them produces the greatest emissions reduction at the lowest cost.
• The Low Emission Zone should later be extended in later year to include vans and taxis. However, taxis could also be included earlier through the licensing process.
• The study does not recommend that cars are included in the Low Emission Zone scheme. However, it does recommend that some action is taken, in addition to the LEZ, to remove very old cars and vans from the fleet (those built before 1993).
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Emission criteria
• The study recommends that lorries and buses should meet a criterion of Euro 2 with particle traps in 2007, and the criterion should be tightened to Euro 3 with particle traps in 2010.
• A NOx reduction retrofit scheme should also be considered for 2010.
• The initial scheme could develop over time into a rolling
scheme, combining Euro standard and age-based criteria.
• If vans are to be included in the Low Emission Zone scheme, the study recommends that they should meet an age-based criterion. This should be a rolling ten-year-old age limit. A similar age-based standard is also recommended for taxis, both for licensed taxis and private hire vehicles.
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Numbers of vehicles
6,000 20,500 30,000
3,70,000
60,000
340,000
10,500
4,900,000
150,000
440,000
0Lorries Vans Coaches Buses Taxis Hire
carsCars
Low estimate High estimate
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Costs and benefits UK £ millions
Benefits (+) of scheme
Costs (-) of scheme
30
Environmental benefits in first year
Coaches
Potential costs to industry (excluding grants)
Start up costs - first year Annual
revenues (penalties)
Annual costs
25
2.8
11.8
70 Lorries (low)
0.4
8.8
5.53.9
Man
ual
Au
tom
atic
Man
ual
Au
tom
atic
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Costs
• The cost to vehicle operators is likely to be significantly higher than the costs of setting up and operating a London Low Emission Zone.
• The exact costs would depend on operator behaviour in response to the zone.
• Existing Government grants could offset some of these costs, but the numbers of vehicles affected by a Low Emission Zone in London would far exceed the existing grant levels.
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2007
2010
Baseline NO2 With Recommended LEZ
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2007
2010
Baseline PM10 With Recommended LEZ
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Reductions in emissions and exceedence area
2007 2010 2010Lorries Lorries Lorries,
and buses and buses buses, vansand taxis
NOX 1.5% 2.7% 3.8%
PM10 9% 19% 23%
NO2 4.7% 12% 18.9%
PM10 0% 32.6% 42.9%
Reduction in emissions
Reduction in area exceeding targets(relative to baseline)
(relative to baseline)
• London should meet the target forPM10 in 2007 but the target for 2010 is more stringent
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Conclusions
• Even the most severe Low Emission Zone would not, on its own, result in London meeting all the air quality targets.
• The progress towards the air quality targets also has to be
seen against a natural background of improving air quality.
• The study has found that a feasible London Low Emission Zone would have modest benefits in improving overall emission levels and absolute air quality concentrations
• However, it would make a slightly larger contribution to
reducing exceedences of the air quality targets.
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A joint decision on whether to implement the zone between the Mayor and London Boroughs together with the Government
Agreeing the approach with TfL London Buses and the Public Carriage Office (responsible for bus regulation and taxi licensing)
Agreeing the format of the TRO and any associated Bill or Regulations to decriminalise offences (if applicable)
Agreeing the definition of the national certification system between DfT and its agencies
Agreeing the funding and division of responsibilities
Public consultation over the preferred scheme design, and agreement over any proposed modifications
Next steps?
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Information on the Low Emission Zone study can be found at
http://www.london-lez.org
Strategies can be found at
http://www.london.gov.uk
http://www.london-lez.org