Sheffield Low Emission Zone Feasibility Study

1. Sheffield Low Emission Zone Feasibility Study The case for a national network of low emission zones Thursday 1st May 2014 Ogo Osammor

2. Context • The whole urban area of Sheffield was declared an AQMA (2010), for breaking the health based EU limit values for NO2gas and PM10 fine dust particles • Poor air quality costs the Sheffield economy £160m and results in up to 500 early deaths every year • Transport emissions are the biggest single contributor • Prospect of EU fines post-2015 and imminent legal action against the UK Government for NO2 breaches are focusing attention on the issue • Diesel fuel emissions have been declared a Class 1 Carcinogen by the World Health Organisation in June 2012

3. Sheffield’s Current AQMA

4. Air Quality Action Plan (AQAP)for Sheffield 2015 AQAP for Sheffield 2015 approved by Cabinet in July 2012 Action 1:Assess Feasibility for a Low Emission Zone Action 2: Develop Infrastructure for Refuelling Low Emission Vehicles Action 3: Promote Smarter Travel Choices Action 4: Improve Engine Performance of Commercial Diesel Vehicles Action 5: Mitigate the impact of the M1 Motorway (particularly in the Tinsley Area) Action 6: Develop Policies to Support better Air Quality Action 7: Control Industrial Emissions

5. Sheffield LEZ Feasibility Study –Phase 1 LEZ Phase 1 Technical Study completed November 2012 The Steering Group included key stakeholders – SYPTE / Bus Operators / SYLTP Partnership / FTA [RHA / ITS Leeds / Taxi Licensing / Public Health joined for Phase 2] The study used the Council’s Transport Model (SRTM3) • Any potential interventions that are aimed at one vehicle type alone are unlikely to remove all of the air quality problems resulting from transport emissions • We need to better understand the environmental characteristics of all types of vehicles currently travelling around Sheffield before starting to test potential interventions

6. Sheffield LEZ Feasibility Study –Phase 2 Traffic needs to tackle its “fair share” of NOx emissions Good local evidence base = more effective solutions Critical to understand the contribution from all different vehicle types travelling around Sheffield • Detailed Local Fleet Composition Analysis – 1.6m ANPR anonymised Data records (processed by DfT):Private Car / PHV / Hackney Carriages / LGV < 3.5T / OGV >3.5T / Buses (Council related Service Providers) • Roadsides Emissions Testing (ITS, Leeds University) @ 5 Locations

7. Study Area Sheffield Air Quality Modelling – LEZ Phase 2 Steering Group Meeting D

8. City-wide Distribution of Current Road Traffic (based on anonymised ANPR data) Sheffield Air Quality Modelling – LEZ Phase 2 Steering Group Meeting D

9. Predicted Proportions of City-wide Weekday NOx Emissions 2015 (based on anonymised ANPR data and observed emissions factors) Sheffield Air Quality Modelling – LEZ Phase 2 Steering Group Meeting D

10. Predicted Proportions of City-wide Weekday PM10 Emissions 2015 (based on anonymised ANPR data and observed emissions factors) Sheffield Air Quality Modelling – LEZ Phase 2 Steering Group Meeting D

11. % Reduction in Total NO2 Concentrations Required (from current levels)

12. Why we need a LEZ Strategy • NO2  annual mean concentration predicted to exceed the EU’s 40 µg/m3 limit for NO2 at (at least) 40 locations in Sheffield in 2015 • MINIMUM of 7 years (2013) of fleet renewal alone would be required to achieve compliance with this NO2 limit at all of these sites, assuming: • there is no significant net traffic growth over this period • all the other non-traffic sources of NO2  contribute their corresponding ‘fair share’ of the required reduction • Euro 6/Euro VI performance is as expected and does not deteriorate over time • Further action is therefore required to speed up the reduction in traffic emissions, particularly NOX/NO2 • Sheffield will not pursue a formal controlled ‘London’ Style LEZ which is currently PM focused (and will apply only to Buses for NOx in 2015) Sheffield Air Quality Modelling – LEZ Phase 2 Steering Group Meeting D

13. Average NOX Emission Rates for Cars and Taxis

14. Average NOX Emissions for Goods Vehicles & Buses by EURO Class

15. Desirable Features of the LEZ • Effective – targeting vehicles which contribute to current and future emissions • Efficient – targeting vehicles that are more polluting and spend more time in driving in Sheffield • Deliverable – targeting fleets over which we have some regulatory control • Affordable / Cost Effective – in terms of the size of fleet affected • Achievable – Publicly / Politically Acceptable Sheffield Air Quality Modelling – LEZ Phase 2 Steering Group Meeting D

16. Option 1: Targeting Bus & Taxi Sheffield Air Quality Modelling – LEZ Phase 2 Steering Group Meeting D

17. Option 2: Targeting Bus, Taxi & Goods Vehicles Sheffield Air Quality Modelling – LEZ Phase 2 Steering Group Meeting D

18. Option 3: Switching Diesel to Petrol(all feasible vehicle types) Results can be pro-rated by % Vehicles Switching Sheffield Air Quality Modelling – LEZ Phase 2 Steering Group Meeting D

19. Option 4: Tackling Diesel Cars (Private Car only) Results can be pro-rated by % Vehicles Switching/Removed Sheffield Air Quality Modelling – LEZ Phase 2 Steering Group Meeting D

20. Recommended LEZ Strategy Behavioural Change • Car – Switching 10% Diesel to Petrol • Car – 5% Reduction • Goods – 5% Reduction (more efficient driving, Ecostars, smarter routing etc) • A further 5% reduction in NOX emissions predicted Vehicle Technology • Bus – ‘Best in class’ ie Euro VI/CNG/Hybrid • Taxi – Tackling ‘worst 50%’ • Goods – Tackling ‘worst 15%’ • 6% of total fleet affected • 20% reduction in NOX emissions predicted (inc 7% from Do Min) Sheffield Air Quality Modelling – LEZ Phase 2 Steering Group Meeting D

21. Impact of Recommended LEZ Strategy – ENEVAL 2015 DM vs DS NOX % Reductions Sheffield Air Quality Modelling – LEZ Phase 2 Steering Group Meeting D

22. Impact of Recommended LEZ Strategy – ENEVAL 2015 DM vs DS PM10 % Reductions Sheffield Air Quality Modelling – LEZ Phase 2 Steering Group Meeting D

23. Opportunities & Delivery Mechanisms • DEFRA funded AQAP Communications Strategy • Refreshed & Refocused AQAP for Sheffield • Re-prioritising Funding Resources – LTP / LSTF / Public Health Grant / SCRIF (and bidding for further resources) e.g. using LSTF / LTP to support CNG & EV Refuelling Infrastructure • SCC Supplementary (AQ) Planning Document • SCC Procurement

24. Opportunities & Delivery Mechanisms • Sheffield Bus Agreement (SBA) • Freight Quality Partnership (FQP) • HGV Routing Strategy • (Taxi Quality Partnership Agreement) • Working with key employers and commercial organisations with large vehicle fleets e.g. Council, NHS, Universities, major retailers etc.

25. How can UK Government help? • Ensuring UK Emissions Factors are correct (funding more research into real-life road-side emissions and the impact on health) • Clarifying national policy on diesel fuel • Promoting / incentivising low emission vehicles and refuelling infrastructure (petrol hybrid / electric / CNG) • Providing more funding for buses (CBTF / Green Bus Fund) and create a Green Taxi Fund • Clarifying national policy on tackling emissions from Motorways (and Trunk Roads) which impact on neighbouring residential areas • Continuing to support and fund local Air Quality Monitoring in order to demonstrate compliance

26. Thank You Ogo Osammor Air Quality Officer ogo.osammor@sheffield.gov.uk (0114) 273 4655 Our Air Quality Web Link: https://www.sheffield.gov.uk/environment/air-quality.html