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Eindhoven – ambitious and precise, but not radical 

Eindhoven is one of the cities with the longest history of systemically restricting transport pollution. However, those who think that today, only  EVs and hydrogen power cars can drive in its city centre, are in for a big surprise. Currently, restrictions apply to… trucks and buses only! Thus far, passenger cars have not been subject to any entry regulations – although that will soon change.

Eindhoven introduced the first Low Emission Zone as early as 2007, and subsequently slowly expanded it, until it reached its current size of ca 13 square kilometers in the city centre. What is most interesting, though, is that the authorities focused not on road traffic as a whole, but on trucks and buses. Today, the so-called environmental zone in Eindhoven is accessible only to vehicles which meet the newest Euro 6 emissions norm, established in 2014. What are the effects of such an approach? Several dozen of modern trucks that meet the norm emit as much pollutions as a single vehicle from last century. One only needs to recall the sight of a dilapidated old truck starting at the traffic lights in a cloud of black smoke to understand the massive benefits this solution brings to the people and the environment.

What about passenger cars, then? Nothing, it turns out. To this day, in Eindhoven there have been no restrictions on their movement.

(photo: Alicja Ziajowska on Unsplash)


Find causes and optimal solutions

Why did Eindhoven take this surprising – at least on the face of it – road? Because the authorities, rather than apply a single tool to all issues, analyzed the situation and chose diverse solutions, appropriate for the root cause of a given problem. It was decided to first restrict the movement of the most polluting and at the same time most intensively exploited vehicles – trucks and buses.  

Meanwhile, work started on remodeling the space previously available to all motor vehicles and “rerouting” the inhabitants to public transport, bicycles etc. The space that was reclaimed in this way – previously built and developed with car transport in mind – was used to increase the comfort of pedestrians and cyclists, as well as to expand greenery. It is worth emphasizing yet again: no bans on entry for passenger cars were introduced – instead the approach was based on changing the environment (by restricting the spaces intended for use by cars in favour of pedestrians and cyclists) in order to change bahaviour.

(photo: Nanda Sluijsmans on Wikimedia Commons)

As a result of such a mixture of tools, although the 13-square kilometer zone takes up only ca. 15 percent of Eindhoven, the city of 240 000 inhabitants has… 300 000 bicycles. 10 000 cyclists per day use the most popular bike route. On can conveniently ride through the entire metropolitan area on a bike, as the cycling infrastructure has recently been significantly expanded. A symbol of the Eindhoven metropolitan area is the famous “suspended roundabout” for cyclists, called Hovenring – built in the city of Veldhoven, a part of the area, over a regular roundabout for motor vehicles. Statistics show that in Eindhoven, bikes take precedence over cars: they are the most popular means of transport there.

(photo: ipv Delft on YouTube)

(photo: ipv Delft on YouTube)

18 years later, or time for passenger cars

Is this enough? No, but for the inhabitants of Eindhoven, the first serious change with regards to their private passenger cars will take place only in 2025. From this point on, diesel cars with emission norms lower than Euro 5 will not be able to enter the zone. In subsequent years, restrictions will also apply to vehicles with petrol engines. Starting in 2025, only zero-emission trucks and busses will be allowed in the zone. The way the zone is monitored will also change – today, it is based on ad hoc controls, but in time it will be automatized and use cameras, either in fixed spots or on patrol cars (similarly to Warsaw controls cars in paid parking zones).

(photo: Lennart Tange on Flickr)

Goal for 2030 – zero emission zone

The changes that are gathering speed are aimed at one thing – Eindhoven wants all of the transport in its city centre to be zero-emission in 2030. Even though there are still 7 years left, all the steps are already thoroughly planned – which social groups to engage in social dialogue, when to do so and what the topics of conversation should be. For city authorities, i.a. communication with small entrepreneurs who may face problems with transport and access to services as a consequence of the planned restrictions. Several scenarios are considered, including issuing time-limited passes to the zone until the purchase of a new vehicle and support programs for companies who want to maintain competitiveness while functioning in the future zero-emission zone.  

Valuable conclusions

There are two main takeaways from the story of Eindhoven. Restrictions have been applied to the most polluting vehicles first. Secondly, inhabitants first received a complete alternative to car traffic (bike infrastructure), and passenger cars will only be subject to restrictions after they have had the time to change their transport habits.

(header photo: ipv Delft on YouTube)

Social communication has to be a proper dialogue – “Laboratory of Low Emission Zones” workshop

The introduction of a LEZ may be met with social resistance and cause controversy, largely due to the fact that residents do not have full knowledge about the scale of air pollution in their cities and its impacts. Therefore, it is necessary to start with informing and educating the public – enabling a dialogue with all interested parties, in which everyone is equally well-informed, while social consultations should be the final step of the process – these are the most important conclusions from the “Laboratory of Low Emission Zones” workshop on social communication.

The aim of the workshop with the participation of representatives of the Metropolis GZM and local governments of Silesian cities was to draw attention to the role of social communication in the implementation of difficult and controversial projects – such as the introduction of Low Emission Zones. LEZs cause a lot of heated responses. as many people are not fully  aware of what they are, how they work and the dangers they prevent. However, as the workshop leaders emphasized, according to sociologists and anthropologists, a natural human reaction in the face of the unknown is fear and therefore rejection – in this case, of a new solution. Local government officials learned how to avoid such a scenario when introducing Low Emission Zones, how to conduct dialogue with the local community and why it is such a key issue, how to elaborate communication strategies, and how to reach various audiences when talking about Low Emission Zones.

Increasing social acceptance for Low Emission Zones should result from thoroughly planned communication, which must take place on the basis of dialogue – that is, a conversation between equal partners. This is possible only if both parties have the same level of knowledge – which is why it should be based on a reliable information campaign. It should be as effective as possible, leading to a situation in which knowledge about air pollution and its effects, as well as the LEZ  itself, will reach residents – regardless of their age, education, transport habits, income, etc.

Therefore, dialogue cannot start with public consultations – these should be the culmination of the whole process. The information and education campaign can be compared to the academic year, with the consultations as the final exam. It can only be passed after exhaustive preparations. The key thing, however, is to remember that the purpose of consultations (which, in the case of LEZs are a legal requirement) is not just to conduct them, but to do so effectively – to develop solutions accepted by the local community.

(photo: own materials)

Measure, plan, integrate – workshop on modelling LEZs

When planning a Low Emission Zone, the most polluting vehicles should be eliminated first, and alternative means of transport should be offered to the residents. The introduction of a LEZ will bring the expected results only in conjunction with an appropriate, comprehensive system of transport in the city – emphasized ICCT experts during the workshop they conducted for the “Laboratory of Low Emission Zones” project.

The International Council on Clean Transportation (ICCT) is a non-profit organization that i.a. measures real pollutant emissions from vehicles and prepares scenarios for establishing Low Emission Zones around the world – including Krakow and Warsaw. As part of the “Laboratory of Low Emission Zones” workshop, ICCT experts Kaylin Lee and Yoann Bernard shared their experiences in collecting and analyzing data with local government officials from all over Poland, including Białystok, Gdańsk, Gdynia, Łódź, Poznań, Warsaw and Wrocław.

– Basing the operating model on emission measuring emissions on roads, rather than in laboratories, is dictated by the fact that emission tests in laboratory conditions carried out as part of vehicle certification often give much lower results than test in road conditions – also due to manufacturers’ manipulations. The best-known example of such a procedure is the so-called Dieselgate scandal – explained Yoann Bernard. – For example, in Warsaw, measurements show that many vehicles exceed the emission standards for which they are certified, either due to poor maintenance or the removal diesel particulate filters – added Kaylin Lee.

What does the measurement of real emissions look like in practice? A mobile measuring point placed on the street measures the emissions of nitrogen dioxide, nitrogen oxide and carbon monoxide from vehicle exhaust pipes, and estimates the concentration of particulate matter based  on the transparency of the exhaust gas column. Simultaneously, a video camera captures a digital image of the license plate, and remote kinetic sensors measure the speed and acceleration of the vehicle. The system also records the temperature, humidity and air pressure on location. By analyzing this data and the detailed characteristics of vehicles, it is possible to determine what types of cars and in what numbers move on local roads, and thus which ones are responsible for the largest share of transport pollutant emissions. On this basis, it is possible to determine the optimal scope and pace of introducing restrictions on entry to the Low Emission Zone. – It is worth starting with identifying and dealing with those groups of vehicles whose share in emissions is significantly higher than their share in the fleet. This maximizes the positive impact on air quality in relation to the number of drivers affected by the restrictions, which in turn will reduce public resistance – emphasized the ICCT expert.

What restrictions should be imposed in the first stage of the zone’s operation? – At the beginning, it is advisable to limiting entry for no less than five percent of the fleet – if this number is lower, it will be difficult to noticeably improve air quality. However, initial restrictions should not apply to more than 10 percent of vehicles – regulations affecting so many drivers will cause resistance  – explained Yoann Bernard. In his opinion, in public consultations, the initial proposition should limit the entry to the zone for 7-8 percent of vehicles. Such an approach ensures that, in the event of an unfavorable reaction of the local community, there is room to slightly ease the restrictions, while maintaining a significant positive impact on air quality.

ICCT experts explained that when planning the next stages of tightening restrictions on entry to the zone, their projected impact not only on improving air quality, but also on the daily functioning of city residents should be taken into account. Faster and more radical reduction of access to LEZ naturally leads to faster reduction of pollutant emissions – however, this does not mean that it is always the best solution. Yoann Bernard pointed out that when introducing the Zone, one should remember about the residents’ comfort of living – in particular when it comes to the elderly and those for whom replacing a car with a newer, less polluting one may be difficult for financial reasons.

Moreover, the effectiveness of a LEZ depends to a large extent on the modes of transport that drivers will use to replace high-emission vehicles. – In the best-case scenario, of course, they will switch to low- and zero-emission modes, for example, public transport or bicycles – but this requires an appropriate transport system throughout the city. The positive impact of Low Emission Zones on health and the environment can only be maximized if the Zone is integrated with the city’s transport policy and residents have attractive alternatives to cars at their disposal – emphasized the ICCT expert.

(photo: Miasto Kraków on YouTube)

Clean transport creates a people-friendly city – study visit to Oslo

The most effective solutions, the most important experiences from everyday practice and the resulting tips, as well as inspirations for clean urban transport and the creation of Low Emission Zones – these are the main benefits gained by Polish local government officials from the study visit to Oslo organized as part of the “Laboratory of Low Emission Zones” project. The agenda included  i.a. meetings with the mayor of the Norwegian capital Marianne Borgen and the director of the Oslo Climate Agency Heidi Sørensen.

New knowledge and experience were gathered in Oslo by local government officials from nearly a dozen cities of various sizes from all over Poland – including Białystok, Gdynia, Gorzów Wielkopolski, Poznań, Sopot, Toruń and the Upper Silesian and Zagłębie Metropolis.

The capital of Norway has been focusing on clean transport for years, so it has a wealth of knowledge and experience. Located on the bay, Oslo electrifies all types of public transport, not only buses – it recently ordered 183 electric vehicles produced in Poland by Solaris – but ferries as well. The city authorities are pursuing a policy of moving car parks underground, with the provision that the costs of parking there are high enough to encourage the use of alternative forms of transport. These car parks are also equipped with infrastructure for charging electric cars. Easy access to chargers is one of the main goals of the Oslo authorities. Examples of this approach include e.g. a logistics center for courier companies and the post office – both for business and public services – the so-called Oslo City Hub, as well as a rental and charging station for electric boats and a fast charger for electric passenger ferries.

Developing clean transport is not about persuading residents to make sacrifices, but rather about showing what they get in return: clean air and a people-friendly city – said the mayor of Oslo, Marianne Borgen, during an exclusive meeting with the participants of the visit. – The ban on smoking in public spaces was also a cause for concern, but restaurants and cafes did not go bankrupt. Today, hardly anyone would like to go back to what was once seen as obvious – she compared. In her opinion, the most important thing is to talk honestly and clearly about the benefits of unpopular (at least initially) solutions. – Bold action and visible results are the best arguments – she emphasized.

Oslo, as well as many other cities in Norway, has a paid entry zones for automobiles, a so-called toll rings, and electric vehicles are subject to a significant fee reduction. This is one of the most important tools of promoting electromobility and clean transport in the country. – Environmental and health considerations were not the only reasons why we established a toll ring in Oslo. We also wanted to raise funds for the development of transport infrastructure. However, it is this infrastructure – for electromobility, for zero-emission public transport and for bicycles – that makes the city more friendly for residents and better for their health, and at the same time benefits the environment – emphasized the director of the Oslo Climate Agency Heidi Sørensen.

(photo: Kjetil Ree on Wikimedia Commons)

(photo: Tourister on YouTube)

In turn, the Mayor of Oslo stressed the importance of constantly monitoring air quality for efforts to reduce emissions. The capital of Norway has adopted a target of reducing greenhouse gases by 95 percent by 2030 (compared to 2009 emissions). Three times a year, local government officials in the city receive information on the rate of emission reduction in individual sectors, including transport, construction, and energy. – We count emissions just like we count money and we check on an ongoing basis whether we meet the adopted reduction targets – said Marianne Borgen. – In the development of clean transport, ambitious and long-term goals are needed, but they have to be close enough for those who adopt them to feel and be responsible for their implementation. The mayor of Oslo also drew attention to an important tool for popularizing clean transport, namely… public procurement. – When green solutions are promoted in municipal tender procedures, the private sector clearly sees that running business in a manner friendly for the environment, as well as for people’s comfort and health, is the key to further growth – she explained.

Norway owes the fast pace of introducing electromobility to i.a. a decisive and coherent policy of the entire state – e.g. economic incentives, examples of which are tax reliefs for the purchase of electric cars and discounts for the use of urban paid entry zones. As a result, many drivers in Norway switched from combustion cars to a zero-emission ones – it simply paid off.

The visit was concluded with a workshop devoted to inspirations for the development of clean transport, which Polish local governments could use. It was led by Markus Nilsen Rotevatn, an expert from the Norwegian Association of Electric Vehicles (Elbil), partner of the “Laboratory of Low Emission Zones” project and host of the study visit. Polish guests pointed out the comprehensive and planned nature of the solutions used in Oslo. These solutions show i.a. that a Low Emission Zone is just one of many tools available for reducing emissions and creating a resident-friendly city. Therefore, it can bring the desired effect only if its operation is integrated with the transport and communication policy of the city.

(photo: Ellen McDonald on Flickr)

Polish local government officials also noted the positive impact of the paid entry zone on the comfort of using public spaces, for example in reducing crowds and noise. The fact that,  despite the high popularity of electric cars in Norway, in the center of Oslo pedestrians and cyclists do not feel overwhelmed by the infrastructure created for car drivers, has also met with interest. Moreover, it was emphasized that long-term planning of introducing Low Emission Zones does not have to mean that all decisions have to be made at the very beginning. It is advisable to act in small steps and leave yourself a margin of flexibility to be able to react to changing conditions. At the same time, setting well-defined, measurable goals is key.

The study visit and workshop showed that the effective functioning and social acceptance for clean transport requires clear communication of its benefits. Clean transport is a way to improve air quality and make urban spaces more people-friendly. – The Norwegian clean transport policy is based on the premise that emissions should be discouraged before they happen, not penalized after the fact, when damage to the environment and health cannot be undone – concluded Elbil expert Erik Lorentzen.

(cover photo: Gunnar Ridderstrom on Unsplash, other photos – unless otherwise indicated – own materials)

Norwegian lessons in electromobility – key conclusions on Low Emission Zones from the study visit to Oslo:

• The advantages of clean transport should be pointed out, the emphasis should be placed on benefits, not sacrifices, in a transparent and honest way;

• Air quality improvement goals should be defined as long-term, but close enough for their creators to feel responsible not only for setting them, but also for their implementation;

• Emission reductions should be encouraged before they reach a level so high that they have to be penalized;

• Low Emission Zones are just one of the many tools available to improve the air quality in cities – the first step should be to verify whether a LEZ is the best way to solve problems;

• Air quality should be improved systemically, rather than by undertaking isolated efforts – the introduction of a Low Emission Zone alone will probably not be enough;

• When introducing a LEZ, it should be remembered that the situation will change, so it is necessary to have a tool to monitor it and adjust detailed solutions to the given conditions on an ongoing basis;

• Measurable, long-term goals should be set – work towards them should proceed in small steps.

Umowa partnerska z WFOŚiGW w Białymstoku i Lublinie w sprawie realizacji kampanii edukacyjno-informacyjnej poświęconej biogazowi i biometanowi podpisana!

5 czerwca 2023 roku w Lublinie podpisano umowę partnerską w sprawie realizacji kampanii edukacyjno-informacyjnej dotyczącej wykorzystywania biogazu i biometanu w Polsce. Przedsięwzięcie, koordynowane przez Instytut Ochrony Środowiska – Państwowy Instytut Badawczy, będzie realizowane wspólnie z Wojewódzkim Funduszem Ochrony Środowiska i Gospodarki Wodnej w Białymstoku oraz Wojewódzkim Funduszem Ochrony Środowiska i Gospodarki Wodnej w Lublinie.

Celem kampanii jest zwiększenie świadomości społecznej w zakresie biogazu i biometanu w kontekście korzyści społecznych, środowiskowych i gospodarczych. A także udzielenie wyczerpujących i opartych na praktyce odpowiedzi na wszystkie zagadnienia dotyczące technicznych, organizacyjnych i prawnych aspektów związanych z wytwarzaniem i wykorzystaniem tego źródła energii.

W wyniku realizacji projektu powstanie m.in. szereg eksperckich opracowań dostępnych bezpłatnie na portalu pełniącym funkcję bazy wiedzy. Zaplanowano również konferencje, szkolenia oraz wizyty studyjne w biogazowniach. Kampania zasięgiem ma objąć ponad 4,6 mln osób.

Dofinansowanie w wysokości 1 918 320,00 zł zostało przyznane w ramach programu „Edukacja ekologiczna” przez Narodowy Fundusz Ochrony Środowiska i Gospodarki Wodnej.
Umowę o współpracy przy realizacji przedsięwzięcia podpisali 5 czerwca br.: dr inż. Krystian Szczepański, Dyrektor Instytutu Ochrony Środowiska – Państwowego Instytutu Badawczego, dr inż. Maciej Borzyszkowski, Prezes Zarządu WFOŚiGW w Białymstoku oraz Agnieszka Kruk, Prezes Zarządu WFOŚiGW w Lublinie.

W wydarzeniu uczestniczyła również Anna Moskwa, Minister Klimatu i Środowiska.

Do not make decisions that impact peoples’ lives without their involvement – when it comes to LEZs too. Communication workshop

“Do not make decisions that impact peoples’ lives without their involvement” – this principle that should guide local governments, especially in controversial matters such as Low Emission Zones. The form of communication is as important as its content, while social consultations are the culmination of a thorough process of informing and educating the public – these are some of the principles of communicating with residents that local government officials learned during a workshop in the “Laboratory of Low Emission Zones” project.

The workshop was attended e.g. by representatives of local governments from Włocławek, Mińsk Mazowiecki and Radomsko. The team of the National Center for Climate Change at the Institute of Environmental Protection – National Research Institute demonstrated examples of the language of effective communication with local residents and discussed ways to effectively involve them in the public consultation process.

The topic of Low Emission Zones undoubtedly evokes strong emotions. As is the case with other controversial issues, this is often due to the fact that residents feel surprised by the actions of the authorities and left out of the decision-making process. Engaging them is not only a formal obligation (as per legal requirements pertaining to public consultations) or a way to build a positive image of local authorities, but above all the basis for social participation, without which local communities cannot properly function and develop.

The main purpose of public consultations is to bring constructive conclusions – therefore, they cannot be the beginning of the communication process, but should rather be treated as a kind of test of previous dialogue, information exchange, and in many cases – education. Effective and constructive consultations are possible only if residents are partners in the conversation with the local government – crucially, partnership requires that the discussants have the same level of knowledge. The task of educating the public to ensure that no one is left out is a responsibility of local governments.
Effective education takes time, so it must start as early as possible – particularly in the case of LEZs, as the topic has given rise to many myths, misunderstandings and controversies. In Antwerp, which is often held up as a model for establishing Low Emission Zones, communication started three years before the launch of the Zone.

The workshop was part of the agenda of the seminar of the Association of Municipalities Polish Network “Energie Cités”, which was held under the title “Sustainable development of cities and municipalities on the road to climate neutrality” on May 11-12th in Jadwisin near Warsaw. The meeting brought together local government officials, social activists, state administration officials and experts from all over Poland involved in urban green transition and sustainable development.

(photo: own materials)

The path to clean air leads through the wallet

In Norway, clean transport is a part of everyday life. The path to this success was discussed during a workshop in the “Laboratory of Low Emission Zones” by Norwegian experts – former deputy mayor of Trondheim Ola Lund Renolen and Markus Nilsen Rotevatn from the Norwegian Association of Electric Vehicles.

The online workshop, which was met with great interest, gathered local government officials from cities of various sizes from all over the country, including Białystok, Gorzów Wielkopolski, Opole, as well as from Wrocław, Poznań, Gdańsk and Warsaw. – In Trondheim, the fee for electric cars for entering the toll ring zone  is less than half of the fee for combustion vehicles, so it is even lower than the statutory upper limit of the discount – emphasized Ola Lund Renolen, former deputy mayor of Trondheim, now a  city councilor, and added that the same solution is successfully used eg. in Kristiansand.

One advantage of the Norwegian toll rings is undoubtedly the clear, integrated fee collection system, which can be an inspiration for the Polish Low Emission Zones. Experts explained that the vehicle are registered at the place of residence, and the fees are calculated on the basis of a sticker, one for the whole country, which is controlled by cameras – crucially, each time a vehicle enters the ring, rather than selectively.

Other regulations also encourage the choice of clean transport, so that it simply pays off: electric car users can count on e.g. for subsidies to their purchase and tax reliefs.

– The wallet is the strongest argument for choosing clean transport – our research makes this evident. For more than 60 percent of the respondents, economic considerations were the most important motivation –  emphasized Markus Nilsen Rotevatn from the Norwegian Association of Electric Vehicles, partner of the “LEZ Laboratory” project. – This is good news, because it is easier to convince people with the language of benefits than by referring to values. According to the expert, the importance of low emission zones will increase. – Of course, when creating them, the carrot will be more important than the stick – a well-developed public transport network is one of the best incentives to use clean transport – he noted.

(photos: Tarik on Unsplash, own materials)

Low Emission Zone? If done properly – absolutely yes!

Low Emission Zones are not only about restrictions – it is crucial to offer convenient transport alternatives to the car, as electromobility is an important, but insufficient element of an efficient LEZ – this is one of the conclusions of a debate organized as part of the “Laboratory pf Low Emission Zones” project. The meeting with local government officials, as well as representatives of NGOs was held on April 3rd as part of the “Local Trends” Local Government Financial Congress in Sopot.

Low Emission Zones serve primarily to reduce the emission of harmful substances. It is very difficult to find opponents of healthier air – at the same time, unfortunately, it cannot be denied that in Poland LEZs are often perceived mainly as a hindrance to everyday life. How can this image be changed?
– It should be emphasized that the aim of  Low Emission Zones is actually cleaner transport, rather than fully clean – i.e. zero-emission – transport. They do not completely exclude internal combustion vehicles and will not exclude them as part of the gradual tightening of emission requirements – noted Nina Bąk of T&E Transport & Environment, national coordinator of the Clean Cities campaign. Crucially, the common belief that the introduction of a clean transport zone will harm, for example, entrepreneurs operating in its area, is not always reflected in facts. Research conducted in Madrid has shown that the reduction of car traffic does not prevent customers from accessing shops and services. Turnover in the LEZ had not fallen – in some industries it had even increased. It turns out that the positive impact of car traffic on business is overestimated, and entrepreneurs will successfully function in LEZs – of course, provided that continuity of supplies is maintained. For some businesses, such as cafes and restaurants, less traffic can actually attract more customers.

It is also worth remembering that the purpose of creating Low Emission Zones is not to put pressure on residents to replace combustion engine cars with electric ones but to reduce pollution – and the alternative could be better access to public transport, preferably low-emission. A well-organized public transport network and developed infrastructure for bicycles, scooters and pedestrians have tangible benefits – residents do not have to spend more time traveling for the sake of cleaner air, because these means of communication are simply faster than private cars. – During the development of the tram network in our city, we checked which means of transport are the fastest. It turned out that bikes were the fastest, followed by trams and busses, while cars were the slowest – mentioned the President of Olsztyn, Piotr Grzymowicz.

Above all, however, LEZ is not a treatment for the symptoms of the problem of air pollution, but a complex system of solutions that bring specific results – provided that they are properly planned and integrated. When preparing to establish a Zone, one must realize that – whether we like it or not – the average Pole does not accept electric cars, which are perceived as accessible only for the rich. There are many negative stereotypes surrounding electric vehicles, partly because older technologies were more unreliable and less safe than those currently available on the market. Business can help change their perception – this does not apply solely to those who manufacture EVs and the infrastructure for their maintenance.  – Companies can show private users that if this technology is chosen by entities whose existence depends transport, then it can be trusted – assessed Nina Bąk.

How do manufacturers of charging infrastructure electric vehicles view Low Emission Zones? – I treat electromobility as one of the elements that can support the functioning of the Zones – support, because LEZs are not about replacing combustion engine cars with EVs – Rafał Czyżewski, CEO of GreenWay Polska, echoed the statements of his interlocutors. – Electric vehicles certainly have a future in the city, but the construction of charging points cannot be treated only as an opportunity to profit from the sale of the land on which they will stand – it must be part of a broader strategy of developing clean transport – he emphasized.

Is it worth it for local governments to take advantage of the possibility of establishing Low Emission Zones? According to the Mayor of Olsztyn, yes, but only after thorough preparation. – In 2017, we conducted a cost-benefit analysis of the introduction of a LEZ based on analyses of intelligent traffic control systems and pollution studies. The most congested and polluted intersections and routes cannot simply be excluded from traffic – alternatives must be proposed, including bypasses, and this requires time – assessed Piotr Grzymowicz. – We will certainly move towards the introduction of a Low Emission Zone, but only after providing appropriate alternative communication routes – declared the President of Olsztyn.

What is a Low Emission Zone and why is it worth having?

In short, a Low Emission Zone (LEZ) is an area where urban air is cleaner, because only cars that meet particular emission standards can enter it. LEZ by itself does not solve the problem of urban smog, but it is a good tool to help polluted cities become resident-friendly again.

First of all, LEZs are nothing new. There are over 300 of them all over Europe, some of them have been working for a very long time – in Gothenburg for 30 years. However, until recently in Poland LEZs were seen as an extravagant idea, additionally burdened by the failed attempt to introduce one in Krakow’s Kazimierz district in 2019 (due to protests, it was liquidated after only two months – its failure was caused chiefly by ignoring the voices of residents and lack of good preparation). However, if hundreds of cities have functioning LEZs, there must be some rational argument in their favor? Indeed, there is.

This argument is nitrogen oxides (NOx) and particulate matter (PM) – the most harmful effects of using cars with internal combustion engines. For decades of automotive development this problem has been overlooked, but it indisputably it does exist. Today – due to the massive increase in traffic and the number of vehicles in use – it cannot be overlooked. Moreover, it needs to be solved. Doctors from the Silesian Centre for Heart Diseases conducted a study comparing the number of heart attacks, strokes, other cardiac complications, as well as the overall mortality rate during smog alarms in the Silesian Metropolitan Area. It turned out that the impact of air pollution, particularly nitrogen oxides, is devastating!

During periods of high concentration of nitrogen oxides in the air, Silesian hospitals admitted 12 percent more patients with myocardial infarction, while the number of stroke patients has increased by 16 percent. “The higher probability of stroke was associated with higher concentrations of nitrogen oxide, nitrogen dioxide, carbon monoxide, PM10 particulate matter, lower wind speed, and the announcement of a smog alert 3 and 5 days before the stroke” – states the study description. The number of patients with pulmonary embolism increased by 18 percent if the concentration of nitrogen oxide and dioxide increased, when ozone concentration decreased and the air humidity increased. The same factors caused more patients to be treated for atrial fibrillation in Silesian hospitals.

Silesian doctors also looked at general data on mortality – they found that during smog alerts and for the next few or even several days, 6 percent more people Silesian doctors also looked at general data on mortality – it transpired that during smog alerts and for the next few or even several days, 6 percent more people than usual died.


Cars are to blame – because we have them under our noses

Of course, smog is caused not only by cars on the streets – it comes from the chimneys of houses, factories and heating plants. But in the centers of large cities, buildings have central heating, there is no heavy industry, but cars drive literally under our noses. Both on the street and at home – polluted air destroys our bodies.

According to the 2020 report of the Supreme Audit Office entitled “Eliminating vehicles that excessively emit harmful substances from road traffic”, cars are responsible for 75 percent of nitrogen dioxide (NO2) emissions in the Krakow and Warsaw municipal areas. Most of the blame can be placed on diesel engines.

A joint report of the TRUE Initiative (an international organization studying real car emissions) and the city of Warsaw shows that the lower the Euro standard of a vehicle, the more harmful its exhaust gases. Measurements made in 2022 on the streets of Warsaw showed that while the oldest diesel vehicles (manufactured before 2006) make up only 6 percent of the fleet, they are responsible for as much as 18 percent of the emissions of harmful nitrogen oxides (NOx) and 37 percent of the particulate matter (PM) emissions caused by all diesel engines in Warsaw. According to measurements, cars from 2005 and older (regardless of the type of fuel), constitute only 17 percent of all vehicles on the streets of Warsaw, but emit as much as 37 percent of all nitrogen oxides and 52 percent of particulate matter.

It is worth pointing out that the results of a Supreme Audit Office audit from 2020 show that cars with all Euro standards exceed emission norms. Even among cars with Euro 5 and 6 certificates, several dozen percent of the examined vehicles emitted too much pollutants. This means that they were either in poor technical condition (with damaged or removed exhaust gas treatment systems, e.g. catalytic converters) or were produced by manufacturers involved in falsifying emission measurement results (the so-called “dieselgate scandal”).


LEZ – who must and who may want to have it

These facts explain why it is worth having a LEZ. However, some cities in Poland will have to introduce them. Where did this obligation come from? Article 39 of the Electromobility and Alternative Fuels Act of January 11th 2018 allows municipalities – regardless of their size – to establish LEZs, if they wish to do so. However, the National Recovery Plan (KPO) imposes the obligation to create LEZs for cities with more than 100 000 inhabitants, if the average annual concentrations of nitrogen oxides were exceeded – based on measurements of the Chief Inspectorate for Environmental Protection (GIOŚ). As of today, announcements made by GIOŚ show that in 2022, the norms in question were exceeded in Krakow, Warsaw, Wroclaw and Katowice – therefore, LEZs will most likely have to be established there. Warsaw (which is also obliged to create the zone by the implementation the Air Protection Program for the Mazovian Voivodeship) and Krakow have already made such decisions. LEZs in these two cities would be launched in mid-2024. Wroclaw is just getting ready, and Katowice are yet to make a move. Out of the four, Krakow stands out due to the scope of its ambitions, as it wants a LEZ to cover its entire area. However, the introduction of both LEZs is currently only at the stage of mandatory public consultations (required by the Electromobility and Alternative Fuels Act), which means that their final forms and specific rules of functioning are yet to be established.

One should keep in mind that there are no uniform standards specifying the pace at which increasingly tighter restrictions on Euro standards are to be introduced. Each city will determine of its own accord what kind of car will not be allowed to enter the LEZ from what date. This means that a combustion engine car which can enter the LEZ in the owner’s city of residence may not be allowed to enter such a zone in another city. The same applies vice versa – a car “excluded” at home may be able to enter the LEZ elsewhere. Similarly, stickers confirming the right to enter the LEZ issued in one city will not be valid in any other city.

One thing is certain – every LEZ will always be accessible for electric cars, as well as for cars powered by hydrogen and natural gas.

(photo: Marleen Mulder Wieske on Unsplash)

Antwerp – a good Low Emission Zone is a well-prepared one

What distinguishes the Low Emission Zone in Antwerp? Not its size or the severity of the regulations, but how carefully it was prepared. A lot of time and effort was devoted to informing the residents about the changes that awaited them – years before the start of the Zone. Antwerp is a good example of how to implement LEZs in a way that respects those who will live there.

Antwerp started planning a Low Emission Zone more than a decade ago, in 2012, when preparatory studies measuring the level of the most toxic nitrogen dioxide and the amount of soot in the air of this Belgian city began. These studies not only served as the basis of the decision to introduce a LEZ which was made a year later, but were later used to assess the effects of its operation.


Talk to inhabitants first, introduce later

However, the decision to create a LEZ in Antwerp made in 2013 did not result in the immediate implementation of this idea. In 2014, residents were officially informed of the intention to establish a Zone, and the first phase of LEZ was not introduced until three years later. Why did the city authorities opt for such a seemingly slow process? The reasons were as follows:

• willingness and need to prepare an appropriate educational campaign,
• providing residents with time to prepare for the upcoming changes,
• launching monitoring systems and databases for the ongoing operation and control of the Zone.

The educational campaign aimed to make the inhabitants of Antwerp aware of the threat of pollution emitted by cars and of the means of fighting them effectively. At the same time, constant reminders about the changes awaiting in the coming years increased the chances that no one would miss them or forget about them – therefore, everyone would be able to prepare for them in accordance with the requirements and their person capabilities. Interestingly, in later years, after the launch of the LEZ, subsequent stages of tightening the regulations were planned, also at intervals of several years – precisely to give people the time necessary for planning and implementing life and business decisions related to the Zone. (e.g. car leasing, location of their company’s headquarters).

The campaign was carried out using all available channels and tools to reach the largest possible audience – by means of posters, brochures, films, articles, as well as in direct contact with garage owners and employees of vehicle inspection stations. It was carried out everywhere – on the Internet and in traditional media, and, of course, in the city – in hotels, tourist information offices, embassies, etc. The information had to reach both those who lived in Antwerp and those who ran business there or were just visiting. Communication was open and based on honest dialogue, which helped raise the level of public approval for the Low Emission Zone.


LEZ in Antwerp in numbers

The Antwerp zone covers only 10 percent of ​​the city area – 20 square kilometers in the very center. Despite this, its area has as many as 200 000 of the over 500 000 residents. Its boundaries were determined by the fact that public transport in this area is dense and effective, which minimizes the impact of restrictions on the comfort of movement. In addition, outside the Zone, there are P+R car parks for people coming from outside the city, equipped with charging stations and places for bicycles.

The second significant characteristic of this Zone is that the control of compliance with its regulations is total, not random! It is carried out via the monitoring system built in the preparation phase, based on cameras that read the license plates of all cars entering the Zone. After eight days of “rest”, records from the cameras are directed to an automatic system that finds each vehicle in the database and checks whether it is allowed to enter the LEZ. The database contains the data of vehicles registered in the Netherlands and Belgium. Visitors from other countries must register in the database before entering the Antwerp zone, but the process is simple – it can be done via a phone app. The aforementioned 8 days of waiting before the control are intended for processing the records by the system.

When it comes to vehicles that do not have the right to enter the Zone, the situation is different – the database of one-off, paid passes is also checked. If a given car is not in it, a fine is inevitable.


Zone and punishment

Unauthorized entry to the Low Emission Zone in Antwerp will leave your wallet 150 euros lighter – but only if you break the restriction for the first time. A repeat offence within 12 months will set you back 250 euro, while the third and each subsequent illegal entry results in a fine of as much as 350 euro! To make sure that the fine is merited, each ticket is checked against the results from the database.

So, who can enter the Antwerp LEZ? Currently, from January 2020, electric cars, hydrogen cars and plug-in hybrids with CO2 emissions up to 50 g/km, military vehicles, emergency services vehicles, Euro 2 to 6 petrol combustion or LPG vehicles that meet the standards, as well as and Euro 5 to 6d diesels, are allowed to enter it without any restrictions. After purchasing a temporary permit (from one week to one month, four months or a year), Euro 4 diesels can also enter the Zone. Other cars must purchase a relatively expensive day pass for 35 euro, which can only be purchased eight times a year.

The emissions bar will be raised in Antwerp on February 1st 2025 – from this day onwards, Euro 2 standard petrol and LPG cars, as well as Euro 5 diesel cars will be prohibited from entering the Zone and only Euro 6d vehicles will be allowed in it.

(photos: Thomas Konings on Unsplash and Aron Marinelli on Unsplash)

The “Laboratory of Low Emission Zones” has started – the first workshop is behind us

An inaugural workshop for local government officials in the “Laboratory of Low Emission Zones” project, with the participation of, among others, decision makers from the cities of Łódź, Kraków, Wrocław and the Metropolis GZM (Upper Silesia and Zagłębie Metropolitan Area), took place on January 12th in Katowice. The meeting was held as part of a GZM conference.

During the workshop, attended also by representatives of Białystok, Gdańsk, Gdynia, Poznań and Warsaw, the path that local governments who are considering introducing a Low Emission Zone (LEZ) should follow was presented and discussed – starting from verifying the level of pollution from road transport, through determining the geographical scope of the Zone and categories of vehicles authorized to enter, communication and educational activities, to the establishment of a LEZ and the evaluation of its functioning.

– Low Emission Zones are a new instrument in Poland, and their implementation requires a compromise between limiting vehicle traffic and the expected reduction of exhaust emissions. The foundation here is, of course, analyzes and research enabling the collection of necessary information about vehicles moving around the city and the pollution generated by them. Data from the Central Register of Vehicles and Drivers does not always allow to reliably determine these values, which is why the implementation of LEZ should start with testing exhaust emissions from road transport in real conditions and verifying to what extent they affect air quality – emphasized Maciej Mazur, Managing Director of the  Polish Alternative Fuels Association (PSPA), partner of the “Laboratory of Low Emission Zones” project.The workshop was also an opportunity to present the goal and principle of this project. Participants of the meeting, which was held in hybrid form, got acquainted with the schedule of project activities addressed to local governments. One of them will be a study visit to Oslo, during which representatives of Polish local governments will have the opportunity to learn about the city’s efforts to develop clean transport and see the results first hand. A short Study Tour around the capital of Norway will include, among others, meetings with local decision makers and experts, as well as one of the workshops scheduled to be held within the project.

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