A final plan for tackling nitrogen dioxide in our towns and cities? - Andrea LeeIES / IAQM
ClientEarth’s second legal victory against the UK Government resulted in the High Court agreeing that the 2015 air quality plan was unlawful. The Government was ordered to improve this plan by the end of July 2017. But do we finally have a plan that will tackle the UK’s illegal and harmful levels of nitrogen dioxide? And what are the implications for local authorities and the devolved administrations?
Air quality in France: Trends, projections and key measures for improvement -...IES / IAQM
Air quality limit values are still exceeded in France and WHO guide values far from being reached. Nadine Allemand will present recent development in policies and measures to combat air pollution and improve air quality in France. A focus will be given on the different levels of actions from the international to the local level and integration of air pollution issues in public decisions. Links with climate change attenuation measures will be also highlighted.
Ashdown Forest: Implications of recent legal judgements - Dr Claire HolmanIES / IAQM
There have been several High Court judgements that have considered the impacts of road traffic NOx emissions on nitrogen deposition at Ashdown Forest in Sussex; a special protection area designated under the Habitats Directive. This presentation reviews the background to Wealden District Council’s policies and discusses the application of Highway England’s DMRB scoping criterion of 1,000 AADT and the Environment Agency’s criterion of 1% of the critical load when assessing the ‘in combination’ effects. It provides insights into the approach suggested in the forthcoming guidance from CIEEM and IAQM. This document is due to be circulated to members for comment imminently.
Is air quality taken seriously in planning decisions? - Rose GroganIES / IAQM
Air quality issues in planning and development have been brought into focus recently thanks to a number of high profile court cases. This presentation will examine how air quality issues fit into the overall planning system, the legal and policy tests which apply to air quality issues and how air quality issues arise in planning litigation. The presentation will use a number of case studies to identify how planning authorities have approached air quality issues in the planning sphere, and what role the court has to play when decision-making (arguably) goes wrong.
National Air Quality Strategy: IAQM Committee’s View by Dr Claire HolmanIES / IAQM
Dr Claire Holman, Brook Cottage Consultants/University College London, Chair, Institute of Air Quality Management
IAQM Discussion Meeting: London 6 January 2018
Urban Air Pollution in Developing Country Megacities.
A Workshop On
Transportation in Developing Urban Areas:
Addressing Air Quality and Climate Change Issues by Michael P. Walsh
Routes to Clean Air 2016, Prof. Stephen Holgate, University of SouthamptonIES / IAQM
Talk Title: Every breath we take: the lifelong impact of air pollution
Routes to Clean Air is a two-day conference from the IAQM where academics, professionals and policy makers share their experiences of improving traffic emissions.
This event highlights the importance of public communication and behavioural change surrounding road transport and air quality issues.
Can Euro 6 alone be a robust basis for air quality policy? - Nick MoldenIES / IAQM
Nick will talk about the critical position that diesel technology is currently in: that it is being widely blamed for urban air quality problems, yet there are tight new regulations being introduced and some diesels are showing low emissions according to Emissions Analytics’ EQUA Index. The issue of cars and vans over-emitting nitrogen oxides will be demonstrated and quantified, and how the problem has in many ways been getting worse. The Euro regulations have failed, and the “Euro 6” label is of little practical value. An optimal policy prescription will be set out to clean up air quality in the quickest, least cost and least disruptive way.
Routes to Clean Air 2016 Prof. Jim LonghurstIES / IAQM
Talk title: What has been achieved in the first 60 years since the first clean air act.
Routes to Clean Air is a two-day conference from the IAQM where academics, professionals and policy makers share their experiences of improving traffic emissions.
This event highlights the importance of public communication and behavioural change surrounding road transport and air quality issues.
Martin Lutz - (Best) practice measures to improve the air quality in GermanyFrank Bold
The example of Berlin
Konference Brno
Jak mohou obce zlepšit kvalitu ovzduší pro své občany?
http://frankbold.org/zpravodaj/kategorie/aktualne/jak-mohou-obce-zlepsit-kvalitu-ovzdusi-pro-sve-obcany-prijdte-na-seminar
El 5 de juny de 2015, amb motiu del dia mundial del medi ambient, va tenir lloc el Simposi europeu sobre qualitat de l'aire, soroll i els seus efectes sobre la salut a les aglomeracions urbanes, un esdeveniment organitzat pel Departament de Territori i Sostenibilitat de la Generalitat de Catalunya, l'Institut de Salut Global de Barcelona (ISGlobal) i el Centre de Recerca en Epidemiologia Ambiental (CREAL), centre aliat ISGlobal.
A final plan for tackling nitrogen dioxide in our towns and cities? - Andrea LeeIES / IAQM
ClientEarth’s second legal victory against the UK Government resulted in the High Court agreeing that the 2015 air quality plan was unlawful. The Government was ordered to improve this plan by the end of July 2017. But do we finally have a plan that will tackle the UK’s illegal and harmful levels of nitrogen dioxide? And what are the implications for local authorities and the devolved administrations?
Air quality in France: Trends, projections and key measures for improvement -...IES / IAQM
Air quality limit values are still exceeded in France and WHO guide values far from being reached. Nadine Allemand will present recent development in policies and measures to combat air pollution and improve air quality in France. A focus will be given on the different levels of actions from the international to the local level and integration of air pollution issues in public decisions. Links with climate change attenuation measures will be also highlighted.
Ashdown Forest: Implications of recent legal judgements - Dr Claire HolmanIES / IAQM
There have been several High Court judgements that have considered the impacts of road traffic NOx emissions on nitrogen deposition at Ashdown Forest in Sussex; a special protection area designated under the Habitats Directive. This presentation reviews the background to Wealden District Council’s policies and discusses the application of Highway England’s DMRB scoping criterion of 1,000 AADT and the Environment Agency’s criterion of 1% of the critical load when assessing the ‘in combination’ effects. It provides insights into the approach suggested in the forthcoming guidance from CIEEM and IAQM. This document is due to be circulated to members for comment imminently.
Is air quality taken seriously in planning decisions? - Rose GroganIES / IAQM
Air quality issues in planning and development have been brought into focus recently thanks to a number of high profile court cases. This presentation will examine how air quality issues fit into the overall planning system, the legal and policy tests which apply to air quality issues and how air quality issues arise in planning litigation. The presentation will use a number of case studies to identify how planning authorities have approached air quality issues in the planning sphere, and what role the court has to play when decision-making (arguably) goes wrong.
National Air Quality Strategy: IAQM Committee’s View by Dr Claire HolmanIES / IAQM
Dr Claire Holman, Brook Cottage Consultants/University College London, Chair, Institute of Air Quality Management
IAQM Discussion Meeting: London 6 January 2018
Urban Air Pollution in Developing Country Megacities.
A Workshop On
Transportation in Developing Urban Areas:
Addressing Air Quality and Climate Change Issues by Michael P. Walsh
Routes to Clean Air 2016, Prof. Stephen Holgate, University of SouthamptonIES / IAQM
Talk Title: Every breath we take: the lifelong impact of air pollution
Routes to Clean Air is a two-day conference from the IAQM where academics, professionals and policy makers share their experiences of improving traffic emissions.
This event highlights the importance of public communication and behavioural change surrounding road transport and air quality issues.
Can Euro 6 alone be a robust basis for air quality policy? - Nick MoldenIES / IAQM
Nick will talk about the critical position that diesel technology is currently in: that it is being widely blamed for urban air quality problems, yet there are tight new regulations being introduced and some diesels are showing low emissions according to Emissions Analytics’ EQUA Index. The issue of cars and vans over-emitting nitrogen oxides will be demonstrated and quantified, and how the problem has in many ways been getting worse. The Euro regulations have failed, and the “Euro 6” label is of little practical value. An optimal policy prescription will be set out to clean up air quality in the quickest, least cost and least disruptive way.
Routes to Clean Air 2016 Prof. Jim LonghurstIES / IAQM
Talk title: What has been achieved in the first 60 years since the first clean air act.
Routes to Clean Air is a two-day conference from the IAQM where academics, professionals and policy makers share their experiences of improving traffic emissions.
This event highlights the importance of public communication and behavioural change surrounding road transport and air quality issues.
Martin Lutz - (Best) practice measures to improve the air quality in GermanyFrank Bold
The example of Berlin
Konference Brno
Jak mohou obce zlepšit kvalitu ovzduší pro své občany?
http://frankbold.org/zpravodaj/kategorie/aktualne/jak-mohou-obce-zlepsit-kvalitu-ovzdusi-pro-sve-obcany-prijdte-na-seminar
El 5 de juny de 2015, amb motiu del dia mundial del medi ambient, va tenir lloc el Simposi europeu sobre qualitat de l'aire, soroll i els seus efectes sobre la salut a les aglomeracions urbanes, un esdeveniment organitzat pel Departament de Territori i Sostenibilitat de la Generalitat de Catalunya, l'Institut de Salut Global de Barcelona (ISGlobal) i el Centre de Recerca en Epidemiologia Ambiental (CREAL), centre aliat ISGlobal.
Reducing greenhouse gas emissions in the transport sector –Successful nationa...Leonardo ENERGY
A 100-word narrative abstract. Keep short and concise, this text will be used on the registration landing page and the invitation email.
How can countries reduce greenhouse gas emissions in the transport sector? The shift to a future compatible with the targets of the Paris agreement will require effective policies to address this sore spot of climate policy. This webinar will discuss the characteristics of the transport sector and present two successful examples of national transport policy instruments: The Norwegian policy mix to incentivize e-mobility adoption and the French Bonus Malus system. The policy instruments were analysed as part of the project Bridging European and Local Climate Action (BEACON) sponsored by the German Ministry for the Environment, Nature Conservation and Nuclear Safety (BMU).
Routes to Clean Air 2016 - Dr Marion Wichmann FiebigIES / IAQM
Talk title: Air Quality in Germany: Trends, projections and key measures.
Routes to Clean Air is a two-day conference from the IAQM where academics, professionals and policy makers share their experiences of improving traffic emissions.
This event highlights the importance of public communication and behavioural change surrounding road transport and air quality issues.
CO2 emissions of vehicles: a broad and persistent problemLeonardo ENERGY
The transport sector has not seen the same decline in greenhouse gas emissions as many other sectors. CO2 emissions from passenger cars and trucks form a persistent problem and policymakers struggle to find effective solutions to meet the goals.
First, there is this ongoing race to the bottom among declared CO2 values with a growing gap with the emissions in real-world use. Second, manufacturers are only responsible for the performance of their cars under idealized circumstances, as measured during vehicle emission tests. Third, the economic and life-style aspects of owning and driving heavy and expensive cars are forces in the opposite direction. And last, the European Union has only limited systems in place for the monitoring and verification of the CO2 emissions of vehicles.
In this presentation, Norbert Ligterink (PhD), senior research scientist at TNO, guides you to understanding the complexity behind this broad and persistent problem.
Thirteen companies and industry associations from European industry have joined forces and identified key asks on the upcoming Low Emission Mobility Package that is in preparation.
This technical and macro-economic study focuses on light duty vehicles -- cars and vans. It has been advised by a broad group of stakeholders in the move to low-carbon transport, including auto producers, technology suppliers, labour groups, energy providers and environmental groups. The resulting fact-base is anticipated to serve as a reference point for discussions around the low-carbon transition.
The model results show that a shift to low-carbon cars and vans increases spending on vehicle technology, a sector in which Europe excels, therefore generating positive direct employment impacts. This shift will also reduce the total cost of running Europe’s auto fleet, leading to mildly positive economic impacts including indirect employment gains.
The analysis showed that a shift to low-carbon vehicles would increase spending on vehicle technology, therefore generating positive direct employment impacts, but potentially adding €1,000-€1,100 to the capital cost of the average new car in 2020. However, these additional technology costs would be offset by fuel savings of around €400 per year, indicating an effective break-even point for drivers of approximately three
years. At the EU level, the cost of running and maintaining the European car fleet would become €33-35 billion lower each year than in a “do nothing scenario” by 2030, leading to positive economic impacts including indirect employment gains.
Green Vehicles: State of Play and Future OutlookLeonardo ENERGY
Despite substantial progress over the past years, road transport still remains one of the most energy-consuming (30% of total EU consumption) and the highest contributor to pollutant emissions in Europe. As a complement to emission legislation, the EU has set out a strategy for encouraging the development and uptake of green vehicles which have a much lower environmental impact throughout their lifecycles.
This comprehensive strategy was laid down in a 2010 Communication entitled “European strategy on clean and energy efficient vehicles” which identified the main actions to be taken by the European Commission (EC) including regulatory initiatives, support to research & innovation or consumer information measures. Over the years, the identified actions have gradually been implemented and completed by the EC and the 2010 strategy updated.
“Light is better.” Not only long-distance runners swear by this formula for success. This brief formula for success has been defining activities in the mobility sector for some time as well. After all, “light is better” also applies to cars and airplanes.
Lightweight construction is an important trend for the future – and especially in the automobile industry, a crucial aspect of sweeping change which is currently faced by this sector. Not to mention that the weight of new vehicles has increased ever more quickly over the past decades due to greater vehicle comfort and higher safety standards as well as better and better equipment. New drive system concepts such as electromobility are going to further aggravate this trend – for example due to heavy on-board batteries.
Europe could improve its growth prospects and create 500,000 to 1.1 million net additional jobs in 2030 through auto sector innovation. Increased technology to cut fuel consumption would allow the EU to reduce its dependence on foreign oil and deliver between €58 and €83 billion a year in fuel savings for the EU economy by 2030. This shift will achieve the double bonus of mitigating climate change and creating a much-needed economic stimulus.
Key findings:
• Jobs are created by increased spending on vehicle technology, but more importantly by a shift in spending away from imported fossil fuels and back towards other areas of the European economy.
• In scenarios in which the Internal Combustion Engine is either optimized or hybridized, the yearly cost of running and replacing the EU car and van fleet is reduced by €36 billion and EU-wide employment increases by 500,000 to 660,000 in 2030. This takes account of jobs lost in the transition, such as in refining.
• In scenarios in which Europe moves rapidly to a fleet of advanced hybrid, battery-electric and fuel-cell vehicles, EU-wide employment increases by 850,000 to 1.1 million in 2030. By 2050, jobs increase by 1.9 million to 2.3 million in all low-carbon scenarios examined.
• The fuel bill for Europe’s car and van fleet is reduced by €58 – 83 billion in 2030 by a shift to low-carbon vehicles, and by €115 – 180 billion in 2050. (excluding taxes and duties)
• While jobs are created and spending on oil imports is reduced in all low-carbon scenarios, CO2 is also cut by between 64 per cent and 97 per cent in 2050. Air quality is significantly improved, with emissions of health-damaging particulates down by 73 – 95 per cent by 2050.
• Demand is reduced for a small fraction of auto sector professions, and some skill shortages also emerge during the transition. The pace of change is likely to allow time for the development of the relevant new skills in Europe, if industry, governments and academic institutions start planning now
Environmental fiscal reform and the proposed carbon tax Tristan Wiggill
A presentation by Mr Cecil Morden (Chief Director: Economic Tax Analysis: National Treasury), at the Transport Forum SIG: "Sustainable Transport" on 6 August 2015 hosted by University of Johannesburg's Institute of Transport and Logistics Studies (Africa), or ITLS (Africa). The theme of the presentation was: "Environmental Fiscal Reform and the proposed Carbon Tax".
Routes to Clean Air 2016 - Paul Drummond, UCLIES / IAQM
Talk Title: Tackling NOx Emissions from diesel cars through tax: Options for the UK
Routes to Clean Air is a two-day conference from the IAQM where academics, professionals and policy makers share their experiences of improving traffic emissions.
This event highlights the importance of public communication and behavioural change surrounding road transport and air quality issues.
Sharing is Caring – Can cross industry collaboration be achieved on key envir...IES / IAQM
Sharing is Caring – Can cross industry collaboration be achieved on key environmental topics?
Rebecca Hearn, Director, Midland Lands Events: MidLE
mental topics?
Presented by The Global Peatlands Assessment: Mapping, Policy, and Action at GLF Peatlands 2024 - The Global Peatlands Assessment: Mapping, Policy, and Action
Top 8 Strategies for Effective Sustainable Waste Management.pdfJhon Wick
Discover top strategies for effective sustainable waste management, including product removal and product destruction. Learn how to reduce, reuse, recycle, compost, implement waste segregation, and explore innovative technologies for a greener future.
Epcon is One of the World's leading Manufacturing Companies.EpconLP
Epcon is One of the World's leading Manufacturing Companies. With over 4000 installations worldwide, EPCON has been pioneering new techniques since 1977 that have become industry standards now. Founded in 1977, Epcon has grown from a one-man operation to a global leader in developing and manufacturing innovative air pollution control technology and industrial heating equipment.
Climate Change All over the World .pptxsairaanwer024
Climate change refers to significant and lasting changes in the average weather patterns over periods ranging from decades to millions of years. It encompasses both global warming driven by human emissions of greenhouse gases and the resulting large-scale shifts in weather patterns. While climate change is a natural phenomenon, human activities, particularly since the Industrial Revolution, have accelerated its pace and intensity
Artificial Reefs by Kuddle Life Foundation - May 2024punit537210
Situated in Pondicherry, India, Kuddle Life Foundation is a charitable, non-profit and non-governmental organization (NGO) dedicated to improving the living standards of coastal communities and simultaneously placing a strong emphasis on the protection of marine ecosystems.
One of the key areas we work in is Artificial Reefs. This presentation captures our journey so far and our learnings. We hope you get as excited about marine conservation and artificial reefs as we are.
Please visit our website: https://kuddlelife.org
Our Instagram channel:
@kuddlelifefoundation
Our Linkedin Page:
https://www.linkedin.com/company/kuddlelifefoundation/
and write to us if you have any questions:
info@kuddlelife.org
Willie Nelson Net Worth: A Journey Through Music, Movies, and Business Venturesgreendigital
Willie Nelson is a name that resonates within the world of music and entertainment. Known for his unique voice, and masterful guitar skills. and an extraordinary career spanning several decades. Nelson has become a legend in the country music scene. But, his influence extends far beyond the realm of music. with ventures in acting, writing, activism, and business. This comprehensive article delves into Willie Nelson net worth. exploring the various facets of his career that have contributed to his large fortune.
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Introduction
Willie Nelson net worth is a testament to his enduring influence and success in many fields. Born on April 29, 1933, in Abbott, Texas. Nelson's journey from a humble beginning to becoming one of the most iconic figures in American music is nothing short of inspirational. His net worth, which estimated to be around $25 million as of 2024. reflects a career that is as diverse as it is prolific.
Early Life and Musical Beginnings
Humble Origins
Willie Hugh Nelson was born during the Great Depression. a time of significant economic hardship in the United States. Raised by his grandparents. Nelson found solace and inspiration in music from an early age. His grandmother taught him to play the guitar. setting the stage for what would become an illustrious career.
First Steps in Music
Nelson's initial foray into the music industry was fraught with challenges. He moved to Nashville, Tennessee, to pursue his dreams, but success did not come . Working as a songwriter, Nelson penned hits for other artists. which helped him gain a foothold in the competitive music scene. His songwriting skills contributed to his early earnings. laying the foundation for his net worth.
Rise to Stardom
Breakthrough Albums
The 1970s marked a turning point in Willie Nelson's career. His albums "Shotgun Willie" (1973), "Red Headed Stranger" (1975). and "Stardust" (1978) received critical acclaim and commercial success. These albums not only solidified his position in the country music genre. but also introduced his music to a broader audience. The success of these albums played a crucial role in boosting Willie Nelson net worth.
Iconic Songs
Willie Nelson net worth is also attributed to his extensive catalog of hit songs. Tracks like "Blue Eyes Crying in the Rain," "On the Road Again," and "Always on My Mind" have become timeless classics. These songs have not only earned Nelson large royalties but have also ensured his continued relevance in the music industry.
Acting and Film Career
Hollywood Ventures
In addition to his music career, Willie Nelson has also made a mark in Hollywood. His distinctive personality and on-screen presence have landed him roles in several films and television shows. Notable appearances include roles in "The Electric Horseman" (1979), "Honeysuckle Rose" (1980), and "Barbarosa" (1982). These acting gigs have added a significant amount to Willie Nelson net worth.
Television Appearances
Nelson's char
WRI’s brand new “Food Service Playbook for Promoting Sustainable Food Choices” gives food service operators the very latest strategies for creating dining environments that empower consumers to choose sustainable, plant-rich dishes. This research builds off our first guide for food service, now with industry experience and insights from nearly 350 academic trials.
"Understanding the Carbon Cycle: Processes, Human Impacts, and Strategies for...MMariSelvam4
The carbon cycle is a critical component of Earth's environmental system, governing the movement and transformation of carbon through various reservoirs, including the atmosphere, oceans, soil, and living organisms. This complex cycle involves several key processes such as photosynthesis, respiration, decomposition, and carbon sequestration, each contributing to the regulation of carbon levels on the planet.
Human activities, particularly fossil fuel combustion and deforestation, have significantly altered the natural carbon cycle, leading to increased atmospheric carbon dioxide concentrations and driving climate change. Understanding the intricacies of the carbon cycle is essential for assessing the impacts of these changes and developing effective mitigation strategies.
By studying the carbon cycle, scientists can identify carbon sources and sinks, measure carbon fluxes, and predict future trends. This knowledge is crucial for crafting policies aimed at reducing carbon emissions, enhancing carbon storage, and promoting sustainable practices. The carbon cycle's interplay with climate systems, ecosystems, and human activities underscores its importance in maintaining a stable and healthy planet.
In-depth exploration of the carbon cycle reveals the delicate balance required to sustain life and the urgent need to address anthropogenic influences. Through research, education, and policy, we can work towards restoring equilibrium in the carbon cycle and ensuring a sustainable future for generations to come.
Update on German city measures to control (diesel) vehicle emissions - Martin Lutz
1. Routes to Clean Air | Martin Lutz | September 2019 1
Senate Department for
Environment, Transport
and Climate Protection
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
1
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
Update on German city measures to control
(diesel) emissions
Martin Lutz
Head of Air Quality Management
Berlin Senate Department for Environment, Transport
and Climate Protection
The Air Quality Plan of Berlin: 2nd revision 2019
■ Introduction: Compliance situation in Germany and Berlin
■ Emerging legal pressure and how to deal with it
■ What to do in Berlin?
■ Examples for mobility–related measures and their likely
impact
■ Successes & challenges of local diesel bans
■ What can we learn for the revision of the AQ Directive
■ Conclusion & looking ahead
2. Routes to Clean Air | Martin Lutz | September 2019 2
Senate Department for
Environment, Transport
and Climate Protection
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
22
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
Air quality
Berlin‘s compliance in relation to EU limit/target values
pollutant main source Status
SO2 power plants, industry, domestic
heating
problem solved 20 years ago
switch to clean fuel & control technology
CO, HM Traffic, heavy industries never a problem
Benzene traffic problem solved 10 years ago
PAH traffic, domestic heating problem solved 5 years ago
switch to clean fuel & control technology
Ozone long-range transport, traffic diminishing problem, to be solved at national & EU level
PM2.5 long-range transport, traffic Problem (seemingly) solved
PM10 long-range transport, traffic,
residential heating
Largely solved, shrinking local share
switch to clean fuel & control technology
NO2 Road traffic (Diesel) serious problem, national court verdicts & law suit filed
by EU, traffic bans impending
3. Routes to Clean Air | Martin Lutz | September 2019 3
Senate Department for
Environment, Transport
and Climate Protection
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
33
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
80%
85%
90%
95%
100%
2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017
Despite of decreasing traffic volumes in Berlin
-15% passenger car traffic since 2002
…NO2 concentrations stagnate above
the limit value
Interesting shape of NO trend, suggesting
no NOx emission decrease between
2008, the likely start of Diesel-Gate and
2016, its terminus
Berlin AQ assessment
NO2 pollution & traffic trend
Extra measures badly needed
0
10
20
30
40
50
60
70
80
90
100
Nitrogendioxide(NO2)inµg/m³
Trend of nitrogen oxide levels in Berlin
Traffic increment
traffic sites NO
traffic sites NO2
urban background sites NO2
city periphery NO2
limit value for NO2
4. Routes to Clean Air | Martin Lutz | September 2019 4
Senate Department for
Environment, Transport
and Climate Protection
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
44
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
Low emission zone
Automatic monitoring site in residential areas and at the cities’ periphery
Automatic monitoring site in busy roads at the kerbside
monitoring site with miniaturised monitoring devices for traffic related pollutants in busy roads
NO2 annual mean 2018
NO2 non-compliance in Germany & Berlin
exceedances and sources
5. Routes to Clean Air | Martin Lutz | September 2019 5
Senate Department for
Environment, Transport
and Climate Protection
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
55
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
NO2 non-compliance in Germany & Berlin
exceedances and sources
Rechnung mit Immiscpb Modell
Vor Nachrüstung und
Euro VI-
Neubeschaffung
local traffic:
NO2 direct
emissions
31%
local traffic:
converted NO-
emissions
19%
other traffic
city-wide
25%
aviation
1%
domesticheating
4%
industry
2%
mobile construction
machinery
3%
biogenicsources
0,1%
Offroad
0,6% rail
0,2%
shipping
1%
regional
background
14%
NO2-source analysis 2015 based on modelling
averagedover 24 roadside hot spots
IMMIS_EMIS2015_EMIS2020_HVS_RUBIS_2015_alleQuellen RW-ML.xlsx
coaches 3%
buses23%
HGVs 12%
LGVs14%
Diesel-cars 43%
Petrol cars 6%
7. Routes to Clean Air | Martin Lutz | September 2019 7
Senate Department for
Environment, Transport
and Climate Protection
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
77
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
NO2 non-compliance in Germany
pressure for bold action
■ From the European Commission
Legal action against Germany
■ From court rulings in Germany
~30 court trials initiated by NGOs require more
measures & ambition…
NGO applied for “coercive detention” against the
Bavarian Government for ignoring earlier court
rulings, which called for Diesel bans in Munic up to Euro 5
Referred to ECJ to decide soon, whether this is legally required
Supreme court verdict in Feb 2018
Traffic restrictions must be enforced in the absence of alternative measures
to ensure compliance as soon as possible, i.e. within ~1 year
Can be legally enforced without a “blue sticker” for clean Diesel
Euro 6 must be allowed to be proportionate (irrespective of real-driving emissions)
Diesel bans can be limited to single roads to be proportionate, i.e. pollution levels may rise unless
they exceed the limit values
Source: Right to Clean Air (2019)
8. Routes to Clean Air | Martin Lutz | September 2019 8
Senate Department for
Environment, Transport
and Climate Protection
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
88
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
Initiatives by Berlin and other ‘Länder” in the Council of Fed. States” and the
Assembly of States´ Environment & Transport Ministers asking ….
to stop Diesel subsidies & better fund alternative fuels (LNG, CNG, H2) & charging infrastructure
to intensify compliance testing of in-use vehicles
to stricter interpret & enforce current Euro 6 type – approval regulations
in particular regarding the use of defeat devices
Empower consumers to claim their rights individually & collectively,
or by qualified consumer organisations on their behalf
To tighten regulations for regular vehicle inspections so that
malfunction of exhaust treatment systems can be detected
to extend existing/develop up new national labelling schemes (sticker) for clean vehicles
Based on real driving emissions
Including retrofitted vehicles
To allow car buyers to easily identify clean vehicles
To facilitate enforcement of access restrictions schemes (LEZ)
To define technical criteria for SCR-retrofit
(control efficiency, durability, etc) and
to press auto industry to bear the costs
NO2 non-compliance in Germany
addressing the national government
9. Routes to Clean Air | Martin Lutz | September 2019 9
Senate Department for
Environment, Transport
and Climate Protection
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
99
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
NO2 non-compliance in Germany
recent national activities
„National Forum Diesel“ of the Federal Gov. & Länder & German auto makers in summer 2017
■ Aim: Avoid access restrictions for Diesel vehicles
■ Offer by German auto industry:
Voluntary Software – Update for Euro 5 & 6 Diesel cars
Scrappage bonus to replace Euro 4 Diesel-cars and older
250 Mio. € contribution to 1 billion € funds
promised by the Federal Government for …
E-Buses, E-Taxis & municipal vehicles, charging
infrastructure, digital ticketing, cycling infrastructure, PT
■ Impact of software–update & bonus insufficient
and other measures too slow
■ 4 Working groups to look into the implementation
of alternative measures, inter alia on „hardware“- retrofit of in-use Diesel cars & HDVs (Euro 4-6):
SCR-retrofit technically feasible for almost all heavy vehicles and the majority of Euro 5 Diesel PC & LGVs
Costs: 15-25.ooo € for buses/trucks 1500-3000€ for LGVs and cars
Since spring 2019:
(too) ambitious technical specifications for SCR-retrofits in force
Funding schemes for buses, heavy municipal vehicles, commercial LGVs launched – at last
Commitment to bear costs for hardware – retrofit of Euro 5 Diesel only from Volkswagen and Mercedes
Source: BMVI
10. Routes to Clean Air | Martin Lutz | September 2019 10
Senate Department for
Environment, Transport
and Climate Protection
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
1010
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
How to solve the NO2 problem?
Modelled impact range of different local measures
…based on AQ plans of Stuttgart & Hamburg and experience in Berlin
Challenges:
In Berlin, we need to bring down NO2 by
up to 25 µg/m³ by 2020
E-Mobility, city- and transport planning
measures mostly of medium-/long-term
nature
Ban of Diesel with high real driving
emissions indispensible at least
in some polluted roads
Need to model effect of traffic re-routing
and potential pollution increase
Hardware-retrofit would ease the pressure,
but comes rather late
12. Routes to Clean Air | Martin Lutz | September 2019 12
Senate Department for
Environment, Transport
and Climate Protection
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
2020
limit value 40 µg/m³
limit value 40 µg/m³
base year 2015 business as usual scenario 2020
Air Quality projections for Berlin
NO2 model results for 2015 and 2020
~62 km roads in non-compliance with NO2 limit value
1.8 km above 60 µg/m³, ca 50.000 effected residents
15 km roads in non-compliance with NO2 limit value
Based on Handbook Emission Factors (HBEFa) Vers. 3.3, modified by raising RDE for Euro 5/6 LGVs to PC levels
Model still underestimates by about 10%
13. Routes to Clean Air | Martin Lutz | September 2019 13
Senate Department for
Environment, Transport
and Climate Protection
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
1313
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
Air Quality projections for Berlin
Problem: new emission factors show higher RDE
Brand-new HBEFa Vers. 4.1 underpinned by a lot more RDE-tests and Remote Sensing Device data
■ Takes account of decline in filter efficiency during full vehicle lifetime, better temperature correction
■ RDE factors for LGVs twice as high than in version 3.3
■ Software – update (“SU”) has a visible effect (~25%), but results in a mere 1-2 µg/m² NO2 reduction
due to limited number of updated vehicles
■ Only Euro 6d(temp) and 6d are really clean
Average RDE of NOx of Diesel passenger cars
HBEFa, lifetime mileage (except for 6d/6dtemp))
HBEFa 3.3
HBEFa 4.1
Type approval limit
Average RDE of NOx of Diesel passenger cars
HBEFA 4.1, 50.ooo km mileage
Source: German UBA 9/2019, www.HBEFA.net
14. Routes to Clean Air | Martin Lutz | September 2019 14
Senate Department for
Environment, Transport
and Climate Protection
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
How to solve the NO2 problem?
consequences of recent court verdict
Diesel bans up to Euro 5/V essential for
8 NO2-hot spot roads
11 street sections, 2.8 km in total (in red)
Bans in a larger area disproportionate
(e.g. the current LEZ)
Measures for another 106 roads sections
(14 km) need to be seriously scrutinised
alternative measures (parking
management, modal split shift, cleaner
vehicles)
Speed limit 30km/h
-5 µg/m³ reduction can be assumed
or Diesel bans as a last resort
uncertainty margin (underestimation) of
the forecast model of 4 µg/m³ to be
accounted for
15. Routes to Clean Air | Martin Lutz | September 2019 15
Senate Department for
Environment, Transport
and Climate Protection
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
1515
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
Citywide measures
Large-scale parking management;
SCR-Retrofit buses, munic. veh.
Measures along heavily trafficked routes
Local interventions in hot spot street sections
Speed limit: 30 km/h
Bans for diesel cars
365€-Ticket for public
transport, investment in
cycling infrastructure
Synchronised traffic lights,
traffic mangement, capacity
constraints
Pedestrian zone, bicycle roads,
resdistributing road space
Compliance
in up to 50
street
sections
Strategic contribution to strategic urban mobility change (Mobility Law, SUMP, Climate Strategy)
Local Diesel bans in polluted roads as a last resort to ensure compliance asap
Shift of polluting Diesel traffic in other roads
Little to no net health benefits
Holistic approach for 117 road sections to swiftly attain NO2-limit value
less car traffic
Shift to cleaner
transport modes
SCR-retrofit of Diesel
Slower & smooth traffic
flows
less air & noise emissions
less accidents, support
Vision Zero
Compliance
in 20-50
street
sections
Compliance
in about 15
hot spot
sections
Traffic calming
Little effect of local
Diesel bans on fleet
emission performance
How to solve the NO2 problem?
17. Routes to Clean Air | Martin Lutz | September 2019 17
Senate Department for
Environment, Transport
and Climate Protection
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
1717
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
Mobility measures of the SUMP
bicycle strategy
before after
Re-allocation of road space in favour of cyclists & pedestrians:
Safe riding on extra bicycle lanes on the road
Reduces noise levels at the building line
Setting up a dense cycle – route network
Safe riding through smaller roads and parks
Attractive new routes trough the centre
along the former wall
18. Routes to Clean Air | Martin Lutz | September 2019 18
Senate Department for
Environment, Transport
and Climate Protection
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
1818
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
Mobility measures
extending parking management
■ SUMP: 100% parking management by 2025
■ Air Quality Plan: already 75% by 2020 and plus higher fees
Current parking
management
areas
Planned
extension by
end of 2020
Raising fees
from 1-3€/h to 2-4€/h
19. Routes to Clean Air | Martin Lutz | September 2019 19
Senate Department for
Environment, Transport
and Climate Protection
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
1919
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
19
Mobility measures
extending parking management
■ Effects on traffic volumes emerging from
Expansion from 40% to 100% parking management in central Berlin
Raising fees to 3€/h everywhere (now 1-3 €/h depending on demand)
Attractive job-ticket 50€/month
Better cycling infrastructure, speeding up bicycle trips by 2 kmph
■ Impact on NO2: 0.1 to 2.7 µg/m³ reduction city-wide
Decrease blue)/
Increase (red) of traffic
volumes [veh/day]
compared to business-
as-usual
21. Routes to Clean Air | Martin Lutz | September 2019 21
Senate Department for
Environment, Transport
and Climate Protection
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
2121
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
Measures to reduce vehicle emissions
Example: Speed limits 30 km/h (i)
Decisive factor: accelerations generating emission peaks
especially by Diesel vehicles
■ Result of impact analysis in Berlin in the past (3 roads)
Pollution (based on measurements before/after & comparison wth 50 km/h –roads)
NO2: 6 to 12 µg/m³ or 11 to 19 % reduction
PM10: 2 µg/m³ or 5 % reduction
Emissions: NOx emission factor up to 20 % lower
calculated from driving patterns of floating cars at 30 & 50 km/h
Impact on traffic flows
Higher share of constant speed
no negative effect on congestion
no measurable re-routing effects
Requisite conditions for positive effect:
Speed control enhances impact
Smooth traffic flow, good traffic light coordination
22. Routes to Clean Air | Martin Lutz | September 2019 22
Senate Department for
Environment, Transport
and Climate Protection
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
2222
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
Measures to reduce vehicle emissions
Example: Speed limits 30 km/h
■ Ongoing demonstration project in 5
roads (7 km) to strenghten the evidence
■ accompanying measurements of
traffic volumes
vehicle speed
pollution concentrations
driving pattern for emission calculations
■ Results only by end 2019
■ Following the recent court verdict
30 kmph limits will be enforced in
additional 33 roads (20 km) irrespective
of the results
24. Routes to Clean Air | Martin Lutz | September 2019 24
Senate Department for
Environment, Transport
and Climate Protection
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
2424
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
Diesel bans in single roads
impact on NO2 - concentration
Dispersion of the problem to other roads
& hence little effect on the fleet
emission performance
But barely problems with
exceedances of the NO2-LV elsewhere
Significant improvement, if
all Diesel up to Euro 5/IV be banned
Re-trofitted cars with
emissions < 240 mg/km must be exempted
Euro 6a-c can drive, despite of high
real-driving emissions
Missing sticker for clean Diesel
impedes effective enforcement
Assumption that 80% of banned vehices
won‘t drive through might be optimistic
60,6
50,7
47,1
59
49,5
46,6
53,1
44,5 44,9
49,4
42,1
44,2
45,5
36,9 38,9
0
10
20
30
40
50
60
70
Leipziger Str. Brückenstr. Reinhardtstr.
NO2annualmean2020[µg/m³]
Impact of a Diesel ban in selected roads with high NO2 pollution
reference year 2020: NO2 [µg/m³]
reference year 2020
Ban of D-LDVs <= Euro V
Ban of D-cars/LDVs <= Euro 5
Ban of D-cars/LDVs <= Euro 6c
Ban of D-vehicles <= Euro 5/V
limit value
25. Routes to Clean Air | Martin Lutz | September 2019 25
Senate Department for
Environment, Transport
and Climate Protection
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
2525
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
Diesel bans in single roads
conclusions for the revision of the AQ Directive
■ Current delay in compliance (with NO2) results in strict & formal
pressure for measures to meet the AQ limit values asap
■ (NO2-) non-attainment triggers measures solely at
(a declining number of) road-side stations
Local Diesel bans often limited to single
non-compliant roads
Concentration & exposure will go up due
to re-routed traffic
Little to no overall health benefit if health
effects occur at levels below the AAQS
■ When taking measures to comply …
worsening the air quality elsewhere should be
prohibited
(also) require to lower the exposure of the
urban population (≙ urban background levels)
■ Option: require %-age reduction of average urban background
levels, e.g. apply EU national AEI to (bigger) cities & agglomerations
AQ limit value
Urban areas
countryside
10
20
30
50
40
60
70
Traffic,
localsources
v monitoring sites
urbanincrement
hot spot
increment
total urban
contribution
relevant for AQ
LV compliance
urban background
NO2,
benzene, EC
[µg/m³]
regional background
v
v
vv
vv v
Urban areas
countryside
10
20
30
50
40
60
70
10
20
30
50
40
60
70
Traffic,
localsources
v monitoring sites
urbanincrement
hot spot
increment
hot spot
increment
total urban
contribution
relevant for AQ
LV compliance
urban background
NO2,
benzene, EC
[µg/m³]
regional background
v
v
vv
vv v
26. Routes to Clean Air | Martin Lutz | September 2019 26
Senate Department for
Environment, Transport
and Climate Protection
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
2626
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
■ Formal attainment of PM – AQ standards everywhere
but 10 years too late
■ Still serious problems meeting NO2 AQ standard due to Diesel dilemma
■ Little support from the Federal Government
No blue sticker for clean Diesel
Funding and legal framework for SCR-retrofit of Euro 5 Diesel too late
■ Huge legal pressure to take drastic measures, i.e. Diesel bans up to Euro 5
but often limited to single roads with no net health benefit
■ New Air Quality plan for Berlin exploits short-term
sustainable city-wide mobility measures
Speed limits 30 kmph, cleaner vehicles/retrofit
parking management, green transport modes
■ Planned integrated AQ Strategy with
Berlin-specific objectives for 2030,
Based on health impact assessment & cost-effectiveness
Emphasis on population exposure reduction
Goal: approaching WHO guideline levels
Stronger coherence with other planning activities
In line with forth-coming C40 air quality declaration
Air quality management in Berlin/Germany
resumeé
27. Routes to Clean Air | Martin Lutz | September 2019 27
Senate Department for
Environment, Transport
and Climate Protection
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
27
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
Thanks for
listening!
More more information
On Berlin‘s LEZ
www.berlin.de/umweltzone (also in EN)
LEZ in Germany see http://www.umweltbundesamt.de/umweltzonen/index.htm
Access restrictions in Europe: http://urbanaccessregulations.eu/
On Berlin‘s new Air Quality Plan see
https://www.berlin.de/senuvk/umwelt/luft/luftreinhaltung/luftreinhalteplan_2025/index_en.shtml
(soon also in English)
On the underlying results of model and scenario runs in
Berlin‘s Environment Atlas (also in English)
https://www.stadtentwicklung.berlin.de/umwelt/umweltatlas/edinh_03.htm
On the Climate Protection Policy
https://www.berlin.de/senuvk/klimaschutz/index_en.shtml
Look!
A car!
martin.lutz@senuvk.berlin.de
29. Routes to Clean Air | Martin Lutz | September 2019 29
Senate Department for
Environment, Transport
and Climate Protection
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
Mobility measures of the SUMP
Investments in public transport
Expanding the tram network
into West Berlin
Closing gaps in the light-train network
- extra bus lanes
- traffic light priority for bus & tram
- Building the new Main Station
- Enhancing Berlin‘s connectivity
- Making railway more sttractive
Closing gaps in the metro network
30. Routes to Clean Air | Martin Lutz | September 2019 30
Senate Department for
Environment, Transport
and Climate Protection
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
3030
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
■ Benefits for the “environment”
Noise reduction of 2-3 dB(A)
Less (severe) traffic accidents
as stopping distance shrinks by 60% compared to 50 kmph
What about air quality & vehicle emissions? How to analyse effects?
■ Calculation of tailpipe emissions by
Recording real-word driving patterns in main roads with 30 kmph and 50 kmph
Vehicle speed, acceleration, gear, gear ratio, exhaust temperature ….
Application of a complex
vehicle emission model
to calculate (average)
emission factors
for 30 and 50 kmph
situations
Decisive factor:
avoid or shorten
accelerations
associated with
emission peaks
Measures to reduce vehicle emissions
Example: Speed limits 30 km/h
Vehicle speed (blue, yellow (24h mean)) and NOx-emission (red)
along Potsdamer/Leipziger Str (West - East) with 50 kmph limit
31. Routes to Clean Air | Martin Lutz | September 2019 31
Senate Department for
Environment, Transport
and Climate Protection
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
3131
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
Measures to reduce vehicle emissions
Example: Speed limits 30 km/h
■ Comparison of air quality measurements at trafficked roads
Before and after enforcement of 30 kmph
Simultaneously in roads with 50 kmph and 30 kmph
Take account of confounders,
like road direction, traffic volumes changes, etc
-10,8
-2,6
-1,7
-3,2
-1,1 -0,9
-5,1
2,0
4,5 4,1
-1,0
-0,3 -0,6
-3,3
-12,8
-7,0
-5,7
-2,2
-0,8
-0,3
-1,8
-15
-10
-5
0
5
10
µg/m³
T30-Straße Vergleichsstraße Netto-Effekt
elementarer Kohlenstoff
Silberstein-
straße
Silberstein-
straße
Schildhorn-
straße
Schildhorn-
straße
Beussel-
straße
Beussel-
straße
PM10NO2
Schildhorn-
straße
T30-
Straße:
Differenz der Mittelwerte über 3 Jahre vor bzw. nach Anordnung von T303 year difference of mean concentrations before/after enforcement of 30 kmph
Elemental carbon (EC)
Road with 30 kmph Reference road with 50 kmph Net effect
32. Routes to Clean Air | Martin Lutz | September 2019 32
Senate Department for
Environment, Transport
and Climate Protection
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
3232
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
Diesel bans in single roads
impact on traffic flows
Effect of scenario 1:
(ban of Diesel-cars up to Euro 5)
In/Decrease of traffic
volumes in relevant
roads around Leipziger
Str. where Diesel bans
will be enforced
Effects of Diesel bans Vehicles affected by the ban
Vehicles not affected by
the ban
residual vehicles
residual vehicles
Unchanged vehicle
Re-routed vehicles
Re-routed vehicles
33. Routes to Clean Air | Martin Lutz | September 2019 33
Senate Department for
Environment, Transport
and Climate Protection
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
3333
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
■ Overall objective: approaching WHO levels by 2030
■ Focus on particulate matter – PM10 and PM2.5
■ Challenge:
Huge interregional, even
transboundary contribution
■ Will run BAU scenario, incl.
Current national & EU-wide reduction
commitments by 2030
NERC-Directive
Berlin-wide reduction resulting
from our Energy&Climate Programme
and new Mobility Strategy (SUMP)
■ Estimate the residual gap & how
it can be closed, incl. support needed
from national gov. & EU
■ Likely option: define %-age
reduction of Berlin contribution
Air Quality Strategy 2030
Framing the goal & emerging steps
0
5
10
15
20
25
30
PM10 now PM10 2030 PM2.5 now PM2.5 2030
RequisitedecreaseinPM pollutiontomeet
WHO by 2030 inBerlin
regional background urban background increment traffic increment
µg/m³
-29%
Berlincontribution
Berlin
-44%
34. Routes to Clean Air | Martin Lutz | September 2019 34
Senate Department for
Environment, Transport
and Climate Protection
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
3434
Senate Department for Environment, Transport and Climate Protection | Berlin | Germany
387
763
317 155
176
29
238
1.298
489 691
500
158
49
278
5
212
95
42
0
500
1000
1500
2000
2500
3000
Cars petrol Cars Diesel LGV HGV Buses Coaches
NOx in t/a
NOx-emissions in Berlin for different vehicle categories and emission
standards
(fleet composition and traffic volumes of 2015)
Euro 6
Euro 5
Euro 4
Euro 3 (Diesel with DPF)
Euro 2 (Diesel with DPF)
Euro 1 (Diesel with DPF)
SG 0 (SG 0 =
vehicles without
sticker)
D:Addon-G2017inArbeitLRP-2018-
2025ModellrechnungenIVU
Vehicle fleet composition in Berlin
NOx-emissions per vehicle type
and emission standard
Hardware-retrofit
potential
Hardware-retrofit
brings about
10% - 20% reduction
of NOx – emissions
from road-traffic in
Berlin
-10% if limited to Euro 5/6 cars and
50% efficiency/veh.
80% coverage (UBA-assumption)