Newcastle/Gateshead Low Emission Zone Feasibility Study

Newcastle/Gateshead Low Emission Zone Feasibility Study

Background Newcastle :Two AQMAs covering the City Centre and Gosforth Gateshead has two AQMAs a)gateshead Town Centre and an area adjacent to b) Area adjacent to services on the A1 (M) at Birtley AQMAs declared because of exceedences of the NO2 annual mean standard Tyne and Wear long history of working together on pollution issues

Newcastle Gateshead AQMAs

Progress towards Newcastle City centre AQAP Targets 21 Key Receptors in City Centre AQAP 60 NO 2 ug/m3 NO2 mg/m3 50 40 30 Target Actual Trend (Target) Trend (Actual) 20 2005 (base) 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 Year

Scope of Project How to define the extent of the potential LEZ for Newcastle & Gateshead? What impact future improvements to vehicle emissions would have on the viability of the LEZ for the current air quality issues? How would the LEZ be incorporated into NCC and GMBC s wider aspirations outlined in their emerging Local Development Framework Plan? Newcastle University s role was to develop a baseline traffic model and air quality model to assess the quantitative impacts of delivering a LEZ for Newcastle and Gateshead.

What is an LEZ? A Low emission strategy seeks to accelerate the uptake of low emission vehicles. Two themes that can be defined: 1. Firstly, a low emission zone seeks to deal with areas that suffer acute air quality problems for which the primary need is to achieve the air quality standards as soon as possible via the regulation of the emissions standards of certain classes of vehicle. 2. Secondly, to avoid the need to declare AQMAs in future and contribute to the low emission zone objectives.

LEZ Scenarios Future year 2021 Business and Usual scenario using the NAEI 2021 fleets for all vehicle classes; LEZ scenario 1 all vehicle classes are assumed Euro 5/V compliant; LEZ scenario 2 all vehicle classes are assumed Euro 6/VI compliant; LEZ scenario 3 all goods vehicles (i.e. petrol LGVs, diesel LGVs, rigid HGVs, articulated HGVs) are assumed Euro 5 compliant; LEZ scenario 4 as above, but all goods vehicles are assumed Euro 6 compliant; LEZ scenario 5 all buses are assumed Euro VI compliant; LEZ scenario 6 all passenger cars (petrol car, diesel car) are assumed Euro 6 compliant. Future year 2021 BAU scenario 2 - Euro 6 failure all vehicles that were Euro 6/VI compliant in scenario 1 above are assumed to be 5/V only; LEZ scenario 7 - As 8 above, but all vehicles comply with a minimum of Euro 5/V.

Overall Model Structure Fairly (overly?) complex Based of TPM v3.1 Validated flows (TADU data) Separate Public transport data Separate speed data OS MasterMap ITN Geometry PITHEM/EFT -> Emissions ADMS-Urban -> Dispersion DEFRA Spreadsheets -> Backgrounds and NO x to NO 2 ArcGIS -> Processing

Sample Scenario Results

Baseline 2010 Results

Business As Usual, 2021

What if? 2021

Implementing an LEZ Effectiveness of LEZ DEFRA guidance recommends a minimum of 3-4 years of benefits (ahead of the curve) Changes in traffic volume have a greater impact than even most rigorous LEZ criteria (Urban Core Distributor Road) Public Acceptability Stakeholder engagement at early stage Scheme needs to be equitable Incentives needed to encourage not just penalties for non compliance Economic Impacts SME s require time to adapt fleets Grants may be required considering current economic situation

Enforcement Costs -DEFRA Capital costs Scheme design and planning Legal support TRO review and update Consultation process Marketing and information campaign Traffic management / safety Roadside equipment (signing, detection, enforcement) Central administration and IT systems (back-office functions: vehicle record,certification, enquiry handling) - project management -systems design and configuration -systems integration and implementation -systems testing and acceptance Operating costs Accommodation Staff costs Training Registration and validation of vehicles Any new vehicle identification method (for example windscreen stickers) and the issuing process for this Equipment / software replacement and maintenance costs Vehicle immobilisation and removals PCN processing Adjudication and appeal costs Supplies, services and transport contingency plans for business continuity and disaster recovery; data retention and archiving; Monitoring and evaluating the scheme impacts Certification of retrofit devices, suppliers and vehicles fitted with retrofit devices

Enforcement & Compliance Manual methods, whereby enforcement personnel visually check vehicles travelling within or parked within the scheme area Digital cameras and ANPR Dedicated Short Range Communication (DSRC) tags and beacons, more suitable for schemes with relatively few and pre-determined users

Newcastle Manual Enforcement Scheme A. Bus Scheme B. HGV, Coach, Bus Scheme C. HGV, Coach, Bus, Taxi Start up (Capital) Equipment 20,000 20,000 20,000 Vehicles 30,000 30,000 30,000 Total Start-up 50,000 50,000 50,000 Operating costs (per annum) Administration of 20,000 22,000 25,000 penalties Staff Costs 50,000 50,000 75,000 Total Operating 70,000 72,000 100,000 Total Revenue* 7,000 7,200 10,000

Outcomes The existing NO 2 exceedences will be resolved through natural vehicle replacement. An LEZ needs significant ongoing investment from both LA s as revenue will be significantly lower than operating costs. Implementation would need to use existing ANPR and CEO s within NCC/GMBC control to minimise ongoing costs. Avoidance of the LEZ could cause traffic redistribution leading to increased congestion on non LEZ mandated through routes. Economic growth policies would be at odds with an LEZ

What we are doing instead Working with bus operators to accelerate adoption of cleaner fleets. Low emission bus routes Freight consolidation Facilities for the City Centre/ Eldon Square Shopping Centre Development of a permit scheme for taxis and private hire vehicles Electric Vehicles Travel plans at major employers in the City Centre and other centres of employment.

Persuading People To Change Helping people to think about the way they travel and get around

Contact Details Dr Paul Goodman Researcher in Transport and the Environment Transport Operations Research Group (TORG) Newcastle University Newcastle upon Tyne NE1 7RU Telephone: +44 191 222 7936 E-mail: paul.goodman@newcastle.ac.uk Ed Foster Team Manager Environment and Safety Newcastle City Council Civic Centre Newcastle upon Tyne NE1 8QH Telephone: +44 191 2116132 E-mail: edwin.t.foster@newcastle.gov.uk