Chapter 4: Air quality - LONDON ENVIRONMENT STRATEGY - Greater London Authority
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LO N D O N E N V I R O N M E N T S T R AT E G Y 37
Chapter 4:
Air quality
LO N D O N E N V I R O N M E N T S T R AT E G Y 39
AIM INTRODUCTION Two pollutants remain a specific concern.
These are particulate matter (PM 10, PM 2.5
These actions reflect the importance
of taking immediate action to protect
London will have Since the passage of the Clean Air Act
over sixty years ago, there has been
and black carbon) and nitrogen dioxide
(NO 2). London is failing to meet the
public health and of raising awareness
amongst Londoners. A City Hall
the best air quality huge progress in improving air quality
in London. The city now meets legal
legal limit for NO 2. Particulate matter is
damaging to health at any level and must
commissioned report estimated that
over 9,000 Londoners died prematurely
of any major world limits set by the national Air Quality
Regulations 3 for most pollutants.
be reduced. from long-term exposure to air pollution
in 2010. 4 The Mayor is committed to
city by 2050, going There have been historic reductions in
the levels of benzene, lead and sulphur
Improving London’s air quality requires
the following actions:
improving air quality as soon as possible,
but recognises pollution will still be
beyond the legal dioxide pollution, which has greatly
improved health and quality of life. • reducing exposure of Londoners
unacceptably high for a number of years
due to historic policy failure and inaction,
requirements This underlines the ability of effective
and coordinated action to improve the air
to harmful pollution across London
– especially at priority locations like
which have contributed to the scale of
the problem. It is therefore necessary to
to protect we breathe if we are bold enough to take
strong action.
schools – and tackling health inequality reduce exposure (for example at schools)
as far as possible and address the
human health While the Great Smogs of the 1950s and
• achieving legal compliance with UK
and EU limits as soon as possible,
unacceptable health inequality caused
by the unequal exposure to pollution by
and minimise 1960s are thankfully a thing of the past,
this does not mean the problem has
including by mobilising action from
the London boroughs, government
different groups.
inequalities. gone away. There is still much to be done
to improve London’s toxic air.
and other partners In parallel to reducing exposure, the
Mayor will take urgent action to tackle
• establishing and achieving new, tighter pollution to achieve legal compliance
air quality targets for a cleaner London, with UK and EU limits as soon as possible
meeting World Health Organisation and in the most effective manner.
(WHO) health-based guidelines by This includes signature measures like
2030 by transitioning to a zero introducing the Ultra Low Emission Zone
emission London (ULEZ) and transforming the bus and taxi
fleets to be zero emission. This strategy
3
Air Quality Standards Regulations 2010, SI number 2010/1001: http://www.legislation.gov.uk/uksi/2010/1001/contents/made
4
Walton, H., Dajnak, D., Beevers, S., Williams, M. & Hunt, A. (2015), Understanding the Health Impacts of Air Pollution in London. Accessed
from: http://www.kcl.ac.uk/lsm/research/divisions/aes/research/ERG/research-projects/HIAinLondonKingsReport14072015final.pdf or on the
website: https://www.london.gov.uk/sites/default/files/hiainlondon_kingsreport_14072015_final.pdf
LO N D O N E N V I R O N M E N T S T R AT E G Y 41 will set out a roadmap to compliance. However, this can only be achieved as quickly as possible if the London boroughs, government and others play their full part. Where available, the Mayor will use statutory powers to ensure this. This strategy also recognises the need to go beyond legal limits, as these reflect political and economic considerations as well as health impacts. These should therefore be treated as a starting rather than an end point. WHO guidelines, meanwhile, were driven solely by the available health evidence and as a result are set much tighter for PM 10 and PM 2.5. Achieving these more ambitious targets would provide many extra health benefits for Londoners. This strategy sets out the timescale, and the changes needed, to achieve these tighter targets. Improving air quality also offers an opportunity to address climate change. In the past policy makers have focused on reducing carbon emissions which has resulted in unintended consequences like encouraging the use of diesel, the promotion of biomass boilers and gas engine combined heat and power systems being installed in areas of poor air quality. Instead in this strategy we are seeking to design integrated policies which deliver multiple benefits.
LO N D O N E N V I R O N M E N T S T R AT E G Y 43
LONDON’S ENVIRONMENT NOW
B OX 1 : A I R POLLU TI ON BOX 1: AIR POLLUTION DE FINITIONS (C ONTINUE D)
The key evidence to support the Mayor’s DE FI NI TI O NS
ambitions for London’s air quality is Pollutants of concern in London
summarised below. You can find out more What’s the difference between
Particulate matter (PM 10 and PM 2.5): Black carbon: This is a component
about the evidence behind the policies emissions and concentrations?
Particulate matter (PM) is a complex of fine particulate matter (PM 2.5 and
and proposals in Appendix 2.
London’s air quality is affected by mix of non-gaseous material of smaller). It is formed through the
a number of factors. These include varied chemical composition. It is incomplete combustion of fossil fuels,
The WHO has published air quality
the weather, local geography and categorised by the size of the particle biofuel, and biomass, and is emitted in
guidelines, which inform the EU Air
emissions sources from both within (for example PM 10 is particles with a both anthropogenic
Quality Directive. These standards have
and outside London. Air quality is diameter of less than ten micrometres and naturally occurring soot.
been transposed into UK legislation. For
measured in concentrations, which (µm)). Most PM emissions in London Black carbon also contributes to
more details on the legislative and policy
are specific levels of a pollutant are caused by road traffic, with climate change. Black carbon warms
background see Appendix 4, and for
in a given area. Legal limits are exhaust emissions and tyre and the planet by absorbing sunlight and
information on the main responsibilities
set in relation to concentrations. brake wear being the main sources. heating the atmosphere.
of various organisations see Appendix 3.
Local emissions from vehicles, Construction sites, with high volumes
buildings, construction and other of dust and emissions from machinery Nitrogen dioxide (NO 2):
Box 1 provides definitions for some
sources contribute significantly to are also major sources of local PM All combustion processes produce
commonly used terms.
air pollution in London. This is what pollution. Other sources include wood Nitrogen Oxide (NO x). In London, road
the Mayor can most directly control burning stoves, accidental fires and transport and heating systems are the
and influence. That means we must burning of waste. However, a large main sources of these emissions. NO x
understand how these emissions proportion of PM comes from natural is primarily made up of two pollutants
are being reduced to understand sources, such as sea salt, forest fires - nitric oxide (NO) and nitrogen dioxide
how effective particular policies and and Saharan dust. In addition, there (NO 2). NO 2 is of most concern due
proposals could be. However, are sources outside London caused to its impact on health. However NO
there is rarely a direct relationship by human activity. Small particles tend easily converts to NO 2 in the air - so
between reducing emissions within to be long-lived in the atmosphere to reduce concentrations of NO 2 it is
London and reducing concentrations and can be carried great distances. essential to control emissions of NO x
given the other factors at play. This imported PM forms a significant
This is why the strategy will refer both proportion of total PM in London.
to concentrations and emissions.
LO N D O N E N V I R O N M E N T S T R AT E G Y 45
TYPE OF GRAPH: AIR QUALITY
Reference
Fig 2: Trends in PM10 concentrations in London – 2004 to 2016
London’s pollution concentrations metres of roads, while ‘background sites’ Figure 2: Trends in PM 10 in London – 2004 to 2016
London’s monitoring network offers a are located away from major sources
unique opportunity to understand trends of pollution. 40
in London’s air quality. One way to view
air quality monitoring data is to group Overall, there has been a gradual
monitors based on their location and reduction in NO 2, PM 10 and PM 2.5 30
PM10(μg m3 3)
distance from the roadside and look concentrations at background sites in
at average concentrations. inner and outer London and at outer
London roadside sites. 20
Figure 1, Figure 2 and Figure 3 show the
TYPE OF GRAPH: AIR QUALITY
average trend over the last decade or so Inner London NO 2 roadside sites have
10
for NO 2, PM 10 and PM 2.5 concentrations, shown a more variable trend but have
respectively, at sites in the London Air seen a steeper decline from 2012.
Reference
Quality Network (LAQN), grouped by This decline is also reflected in the inner
0
type. Roadside monitors are within five London PM 10 and PM 2.5 roadside sites. 2004 2006 2008 2010 2012 2014 2016
Roadside Inner Roadside Outer Background Inner Background Outer
Figure xxx: Trends in NO 2 concentrations in London – 2000 to 2016 London London London London
Figure 1: Trends in NO 2 in London – 2000 to 2016
Source: GLA (2016), London Atmospheric Emissions Inventory (LAEI) 2013.
80 Available at: data.london.gov.uk/dataset/london-atmspheric-emissions-inventory-2013
Figure 3: Trends in PM in London – 2006 to 2016
Fig 3: Trends in PM 2.5 concentrations in London – 2004 to 2016
2.5
60
NO 2(μg m3 3)
20
40
PM 2.5(μg m3 3)
15
20
10
0
5
2000 2002 2004 2006 2008 2010 2012 2014 2016
Roadside Inner Roadside Outer Background Inner Background Outer
London London London London 0
2006 2008 2010 2012 2014 2016
Source: GLA (2016), London Atmospheric Emissions Inventory (LAEI) 2013.
Source: the London Air Quality Network and analysis by King’s College London Roadside Inner Roadside Outer Background Inner Background Outer
London London London London
Accessed from: data.london.gov.uk/dataset/london-atmspheric-emissions-inventory-2013
Source: the London Air Quality Network and analysis by King’s College London
Source: GLA (2016), London Atmospheric Emissions Inventory (LAEI) 2013.
Available at: data.london.gov.uk/dataset/london-atmspheric-emissions-inventory-2013
LO N D O N E N V I R O N M E N T S T R AT E G Y TYPE OF GRAPH: AIR QUALITY 47
Reference
These reductions are important as they London’s emissions Figure 4:Emissions
Fig 4: Emissions trend
trend and andcategories
main source main source categories– NO x 2008-2013
– NOx 2008-2013
show, overall, that air quality is improving Currently around half of Nitrogen
in London. However, the NO 2 EU annual Oxides (NO x) emissions come from
70
mean limit value of 40 μg m 3 is being road transport sources. The other HGVs (Artic)
HGVs (Rigid)
exceeded in many places and the PM half of emissions come from Non-TfL bus and coach
60
health based guidelines are far from non-road transport sources, including
NOx emissions (’000 tonnes)
TfL Buses
being met. construction, residential and commercial Vans and Minibuses Road
Transport
buildings, river, aviation, and industrial
Diesel Cars
50
50% Petrol Cars
emissions (Figure 4). While much of the Taxis
public attention remains focused on 40
50%
Motorcycles
vehicles, a strategy must consider how 51%
Industry
best to tackle all of these sources. D&C Other Fuels
30
A similar breakdown also applies to Commercial Gas
PM 10 emissions (Figure 5). Domestic Gas
20 NRMM Other
50% Other
50%
49% Rail
10 River
Aviation
-
2008 2010 2013
Source: GLA (2016), London Atmospheric Emissions Inventory (LAEI) 2013.
Source: GLA at:
Available (2017), London Atmospheric Emissions Inventory (LAEI) 2013 update.
data.london.gov.uk/dataset/london-atmspheric-emissions-inventory-2013
Total NO x emissions in London fell by 25
per cent over the period 2008 to 2013
(versus a 35 per cent target to 2015 in
the previous air quality strategy).
QUALITY L O N D O N E N V I R O N M E N T S T R AT E G Y
TYPE OF GRAPH: AIR QUALITY 49
Reference
Figure 5:Emissions
Fig 5: Emissions trend
trend and andcategories
main source main source categories – PM 10, 2008-2013
– PM 2008-2013 10 Figure 6: Emissions
Fig 6: Emissions trend and trend and
main source main source
categories categories – PM 2.5, 2008-2013
– PM 2008-2013 2.5
Electric Cars Electric Cars
6.0 HGVs (Artic)
3.5 HGVs (Artic)
HGVs (Rigid) HGVs (Rigid)
PM10 emissions (’000 tonnes)
Non-TfL bus and coach Non-TfL bus and coach
3.0
5.0 TfL Buses TfL Buses
PM 2.5 emissions (’000 tonnes)
Road Road
Vans and Minibuses Transport Vans and Minibuses Transport
Diesel Cars Diesel Cars
46% 2.5
Petrol Cars 49% Petrol Cars
4.0
47% Taxis Taxis
50%
Motorcycles Motorcycles
2.0
50%
3.0 Resuspension Resuspension
54%
Industry 1.5 Industry
2010 2013 D&C Other Fuels D&C Other Fuels
2.0 Commercial Gas Commercial Gas
Domestic Gas 1.0 Domestic Gas
54% Construction/ Demolition Dust Other
Construction/ Demolition Dust Other
53% 51%
50% 50%
NRMM NRMM
1.0 46%
Other 0.5 Other
Rail Rail
River River
0.0 Aviation 0.0 Aviation
2008 2010 2013 2008 2010 2013
Source: GLA (2016), London Atmospheric Emissions Inventory (LAEI) 2013. Source: GLA (2016), London Atmospheric Emissions Inventory (LAEI) 2013.
Source: GLA at:
Available (2017), London Atmospheric Emissions Inventory (LAEI) 2013 update.
data.london.gov.uk/dataset/london-atmspheric-emissions-inventory-2013 Source: GLAat:(2017),
Available London Atmospheric Emissions Inventory (LAEI) 2013 update.
data.london.gov.uk/dataset/london-atmspheric-emissions-inventory-2013
Total PM 10 emissions fell by 20 per cent Total PM 2.5 emissions fell by 27 per cent
over the period 2008 to 2013 (versus over the period 2008 to 2013 (there was
a 31 per cent target to 2015 in the no reduction target in the previous air
previous air quality strategy). quality strategy).
The source of PM 2.5 emissions in London
is similar to that for PM 10 but some
sources, such as tyre and break wear
are more significant.
LO N D O N E N V I R O N M E N T S T R AT E G Y 51
Concentrations maps and exposure In 2013 roughly 1.9 million people, or Figure 8: 2013
Greater London - Annual
- Annual Mean PM10mean PM 10 2013
concentrations concentrations post LAEI 2013
Air quality concentration maps (Figure 23 per cent of the city’s population,
´ Legend
7, Figure 8 and Figure 9) have been were living in areas with average NO 2
PM10 (µg/m3)
97
0 5 10
Kilometres
Figure
Greater 7: 2013--Annual
London Annual mean
Mean NO2NO 2 concentrations
concentrations 2013 post LAEI 2013
´ Legend
NO2 (µg/m3)
97 27 - 33
> 33
0 5 10
Kilometres
0 5 10
Kilometres
Source: GLA (2017), London Atmospheric Emissions Inventory (LAEI) 2013 Update. Source: GLA (2017), London Atmospheric Emissions Inventory (LAEI) 2013 Update.
LO N D O N E N V I R O N M E N T S T R AT E G Y 53
Transboundary pollution The EU National Emissions Ceiling Figure 10: Impacts of London’s current air quality
The challenge of cleaning London’s air Directive must incorporate tighter
is made more difficult because a large emission limits for countries across
amount of the pollution sources are not Europe to address transboundary
within London. The most recent analysis pollution on a quicker timescale.
shows that sources outside London It is also why international action
make the largest contribution to the coordinated by the United Nations,
estimated death risk from long-term including the Convention on Long-
exposure to PM 2.5 in London as a whole. range Transboundary Air Pollution and
9000+ £3.7
This is also responsible for the majority its associated protocols, is needed to
of health effects associated with improve air quality in London.
short-term exposure.
Public health LONDONERS BILLION
For example, 75 per cent of the Research has shown air pollution has a die early every year the cost of air pollution
cardiovascular hospital admissions big impact on health at all life stages, because of air pollution to London’s economy
associated with PM 2.5 result from from development in the womb to the
pollution sources outside London, end of life. A baby born in 2010 and
including industrial, agricultural exposed to that same level of air quality
and transport emissions from other for its entire life would lose around two
countries. In addition, external sources years of life expectancy. Mortality is
are responsible for just under half of not the only air pollution related health
the mortality risk associated with NO 2. 5 effect. In 2010, London air pollution was
linked to over 3,000 hospital admissions.
Even if all local emissions sources were The economic cost of these health
20% 2x
removed, over half the health effects impacts in London is estimated as being
linked to London’s air pollution would be up to £3.7bn a year (Figure 10). 6 There is
felt. This is why, even as the UK leaves also strong evidence that poor air quality
the EU, working closely with European affects children’s lung development, PRIMARY SCHOOLS AS LIKELY TO DIE
partners is vital to reduce emissions and emerging evidence that improving are in areas that breach the from lung diseases if you
across the continent. air quality can reverse those effects. legall imit for NO 2 (air pollution) live in deprived vs affluent
There is also increasing evidence of areas of London
the link between exposure to pollution
and dementia. 7
Source: King’s Report (2015).
5
Walton, H., Dajnak, D., Beevers, S., Williams, M. & Hunt, A. (2015), Understanding the Health Impacts of Air Pollution in London. Accessed
from: http://www.kcl.ac.uk/lsm/research/divisions/aes/research/ERG/research-projects/HIAinLondonKingsReport14072015final.pdf or on the
website: https://www.london.gov.uk/sites/default/files/hiainlondon_kingsreport_14072015_final.pdf
6
King’s report 2015
7
https://www.nature.com/tp/journal/v7/n1/abs/tp2016280a.html
LO N D O N E N V I R O N M E N T S T R AT E G Y 55
Social inequality In this strategy, the Mayor seeks to Diesel vehicles, especially Maximising co-benefits between air
These health impacts fall design integrated policies that offer cars and vans quality and climate change policies
disproportionally on the most vulnerable multiple benefits. These remain the main source of road There is a risk that unintended
communities, affecting the poorest, transport pollution. A comprehensive consequences can arise if climate and
the youngest, the oldest, those with One example of this is that black carbon approach is required to phase out their air quality policies are developed in
pre-existing health conditions and those has a higher global warming potential use. Rather than a return to petrol, isolation, for example, in relation to
from minority ethnic groups the most. than CO 2. It is however possible to deliver mode shift to sustainable forms of energy and planning policy. Conversely,
Perhaps most worryingly, over 438 quick wins to improve both air quality transport like walking and cycling integrated policy design can bring
schools and 364 other educational and prevent climate change. This can wherever possible should be encouraged. benefits for both air quality and climate
institutions in London are located in be done by adopting tighter PM 2.5 limits, Any vehicles that remain will need to change, for example, by reducing black
areas exceeding safe legal pollution promoting a switch to zero emission transition to zero emission technology. carbon emissions by switching to zero
levels. People living in the most deprived vehicles, replacing old, inefficient emission vehicles.
areas are, on average, more likely to be boilers, increasing energy efficiency Tackling all sources of pollution
exposed to poor air quality than those of buildings, and creating a zero carbon To achieve legal compliance as quickly Further reductions are needed in
in less deprived areas. 8 city where energy mainly comes from as possible, all sources of pollution must PM 10 and PM 2.5, particularly from
renewable sources. be addressed. That means significantly transboundary pollution, tyre and
Tackling air pollution is not, therefore, increasing efforts in relation to non- brake wear and wood burning
just about the environment or about A review of the previous strategy, transport sources. This is vital as the Progress in dealing with PM emissions
protecting public health. It is also about baseline and other evidence highlights proportion of total emissions from will stall in 2020 once exhaust emissions
social justice. There is an urgent need several key issues to be addressed in non-transport sources is expected are significantly reduced. London is
to do more to tackle the public health the strategy. to increase over the lifetime of this currently far from achieving WHO health-
inequalities associated with air pollution strategy as our efforts on transport based limits for PM 2.5. One of the best
in London. Achieving legal compliance start to have an effect. ways to do this would be to reduce
as quickly as possible the number of vehicle kilometres by
Climate change The last strategy did not reach the Government action supporting a mode shift to walking,
Improving air quality also offers expected emission reductions. In part, The government controls some of the cycling and public transport. It will also
an opportunity to address climate this was due to the underperformance most powerful policy levers to influence be necessary to address wood burning-
change. In the past, policy makers have of Euro engine emissions standards. air quality, including fiscal incentives related emissions, which evidence
mainly focused on reducing carbon Targets in this strategy will need to such as vehicle excise duty. It alone suggests are a significant source of
dioxide (CO 2) emissions. This has reflect the latest evidence on vehicle can legislate to provide new powers emissions, particularly on some of
resulted in unintended consequences, emissions performance. It must set to tackle non-transport emission the most polluted days.
like encouraging the use of diesel, out appropriate steps by all levels of sources. Achieving legal compliance
and promoting biomass boilers and government to ensure a roadmap to is dependent on further government
combined heat and power systems compliance as quickly as possible. action and leadership.
installation in areas of poor air quality.
8
King, K. & Healy, S. (2013), Analysing Air Pollution Exposure in London. Accessed from: https://www.london.gov.uk/sites/default/files/
analysing_air_pollution_exposure_in_london_-_technical_report_-_2013.pdf (51 per cent of Lower Layer Super Output Areas (LSOAs) within
the most deprived 10 per cent of London have concentrations above the NO 2 EU limit value. This contrasts with 1 per cent above the NO 2 EU
limit value in the 10 per cent least deprived areas.)LO N D O N E N V I R O N M E N T S T R AT E G Y 57
ROLES AND LEGAL DUTIES the Mayor will operate the reformed
London Local Air Quality Management
The Mayor (LLAQM) framework, which sets out
The Mayor has a legal duty to set out clearly the action boroughs should be
policies and proposals in this strategy taking (Box 2).
to achieve compliance with the legally
required air quality standards as quickly The government
as possible. The ultimate responsibility for achieving
compliance with the legally required
The Mayor will act to improve air air quality standards “as quickly as
quality, where the Mayor or bodies within possible” lies with the government.
the control of the Mayor have relevant The government is required to have an
powers or resources. However, the Mayor Air Quality Plan that will achieve this.
does not have all the powers needed to
improve London’s air quality alone. The government has unique tools
This strategy sets out the responsibilities available to it, such as control over fiscal
of all the organisations with a role to incentives or the ability to legislate,
play in improving London’s air quality, which can accelerate compliance.
including the government, London Without a clear national plan to tackle
boroughs and the Environment Agency. emissions, especially from vehicles,
the air in UK cities will not improve.
The Mayor will help the boroughs in
exercising their statutory duties to The government needs to give local
improve air quality. Where needed, the authorities across the country extra
Mayor can use powers of direction to powers to address non-transport
require boroughs to take steps to meet pollution sources, to help scrap older
air quality objectives. These reserve polluting vehicles, and use fiscal and
powers can only be used following other incentives to encourage use of
consultation. To support the boroughs clean vehicles.LO N D O N E N V I R O N M E N T S T R AT E G Y 59
The London boroughs and • targeted measures at pollution
public sector hotspots such as vehicle restrictions BOX 2: THE LONDON LOCAL AIR QUALIT Y MANAGE ME NT
London’s boroughs have a duty and green infrastructure FR AME WORK (LL AQM)
to work towards achieving legal limits.
They have an important role to play • supporting installation of infrastructure Local Air Quality Management (LAQM) London’s 32 boroughs and the City
in addressing local pollution which to fuel zero emission vehicles is the statutory process by which of London. However, it was agreed
is underpinned by the statutory a local authority is required to review with Defra that the relevant LAQM
LLAQM framework (Box 2). The statutory powers of the London the air quality within its area. guidance for London should differ
There are a number of levers they can boroughs are also important to continue This system aims to determine if air from the rest of the UK in recognition
use to help. These include: to discourage antisocial burning of waste quality objectives set within the Air of the particular challenges the
and the illegal use of wood-burning Quality Regulations 2000 and the Air capital faces. London now has its own
• emissions-based parking charges stoves. Finally, the boroughs have Quality (Amendment) Regulations bespoke statutory policy and technical
extensive public health duties and can 2010 are likely to be met in a certain documents.
• reducing pollution from new play an important role in mainstreaming area. It also drives improvements
The key LLAQM requirements
developments through planning air quality into health-related activities. to achieve those objectives.
for boroughs are:
(especially those not referred to The London system used to be part
the Mayor), The public sector has a wider duty of a national framework managed • to continue to monitor and assess
to lead by example to reduce emissions by Defra. However, in May 2016 the air pollution in their areas
• improving the public realm for and exposure to pollution, particularly Mayor launched a bespoke system for
walking and cycling in relation to its vehicle fleets, as well the capital - London Local Air Quality • to ensure an Air Quality Management
as to raise awareness. Management (LLAQM). Area (AQMA) is declared and in
place for any locations that are
This scheme was designed to exceeding air quality objectives
encourage close working to help and EU Limit Values
address this vital issue. This renewed
focus on LAQM in London should help • to ensure that a current and relevant
ensure that local authority air quality Air Quality Action Plan is in place for
resources are protected, or where all AQMAs. The Action Plan should
possible increased. be updated every five years at a
minimum, and progress against this
The basic statutory framework for should be reported annually
local air quality management is via
national Air Quality Regulations and • to complete the annual monitoring
Part IV of the Environment Act 1995. and Action Plan update reports
This remains in place and applies toLO N D O N E N V I R O N M E N T S T R AT E G Y 61
LONDON WILL HAVE THE BE ST AIR QUALIT Y
OF ANY MAJOR WORLD CIT Y BY 2050
Current emissions sources Zero emission London 2050 London Environment
Strategy Objectives
TRANSPORT
NOx
E M POWE R PEOPLE
Road Transport 51% Strict new emission requirements across London (e.g. ULEZ, zero emission zone)
Non-road transport 11%
TO RE D UCE THE IR
Built Environment 37% E XPOSURE TO
Other 1% POOR AIR
QUALIT Y
M E E T UK AND
PM10
Mode shift to walking, cycling & public transport All vehicles zero emission by 2050 E U A IR QUALIT Y
Road Transport 50%
Non-road transport 3%
L IM IT S AS SOON
Built Environment AS POS SIBLE
& Industry 19%
Resuspension 23%
SE T & ACHIE V E
Other 4%
N E W, T IGHTE R AIR
QUA L IT Y TARGE T S
FO R A CLE ANE R
Zero emission bus fleet by 2037 and Reduce emissions from rail, river
all taxis zero emission by 2033 and aviation transport LOND ON
PM2.5
Road Transport 54%
Non-road transport 6%
Built Environment
& Industry 30%
Resuspension 2%
Other 8%
N O N –T R A N S P O R T
Prevent and reduce emissionsfrom Reduce emissions from homes and workplaces, Informing the public with alerts during
non-road mobile machinery large scale generators, wood burning and biomass high and very high pollution episodes
Source: GLA (2016), London Atmospheric Emissions
Inventory (LAEI) 2013 UpdateLO N D O N E N V I R O N M E N T S T R AT E G Y 63
Objectives, policies
and proposals
“Protecting public OBJECTIVE 4.1 SUPPORT LONDON AND
ITS COMMUNITIES, PARTICULARLY
Policy 4.1.1 Make sure that London
and its communities, particularly the
visit. The current air quality information
system will be improved so that it targets
health is at the THE MOST VULNERABLE AND THOSE
IN PRIORITY LOCATIONS, TO HELP
most vulnerable and those in priority
locations, are empowered to reduce
these organisations and provides tailored
advice. This will ensure that decision-
heart of the EMPOWER PEOPLE TO REDUCE THEIR
EXPOSURE TO POOR AIR QUALITY
their exposure to poor air quality makers have information on current
pollution levels and upcoming episodes,
Mayor’s efforts
Proposal 4.1.1a The Mayor will provide
as well as evidence-based advice on
Protecting public health is at the heart better information about air quality,
how to respond.
to improve
of the Mayor’s efforts to improve air especially during high and very high
quality. It requires reducing exposure, pollution episodes, and use emergency London-wide episodes of high pollution
air quality.”
including by raising awareness of the measures where appropriate happen a few times each year. Very high
impacts of pollution and when air quality pollution episodes are even more rare –
Human health is affected by poor air
is particularly poor. The Mayor’s long- occurring only every few years. On such
quality. This is particularly true for
term aim is to ensure concentrations are occasions, it is important that Londoners
vulnerable people like children, older
reduced to levels that are both safe and are kept fully informed and can respond
people and those with pre-existing
compliant. However, it is recognised that accordingly to minimise health impacts.
health conditions.
until further measures like the ULEZ are The Mayor will continue to provide real
put in place there will remain times where time alerts during high or very high air
Timely air pollution information gives
pollution can be very poor due to historic pollution episodes by broadcasting
vulnerable people a chance to act to
policy failure and inaction that have information on bus shelters, Tube
protect themselves, for example by
contributed to the scale of the problem. stations and on roadside signs. There
reducing their exposure, or simply
by carrying their medication. will be a particular focus on reducing
The Mayor wants to ensure that
Schools, hospitals, GP surgeries, and unnecessary private car use and other
Londoners have access to the right
care homes are places where those activities that contribute to pollution
information and, if appropriate,
most vulnerable to the health impacts (Figure 11).
emergency action is taken to minimise
of air pollution episodes spend time and
public exposure. This objective also
seeks to address the health inequality
Figure 11: Air pollution forecast announcement
caused by the unequal exposure to
pollution by different groups.LO N D O N E N V I R O N M E N T S T R AT E G Y 65
The Mayor will work with government Proposal 4.1.1b The Mayor will aim The Mayor will actively encourage In addition, a requirement to consider
to ensure that London has the powers to do more to protect London’s London boroughs to use the funding the overall suitability of a site (and its
needed to implement emergency schoolchildren by reducing their available to them through TfL for Local design layout) for the proposed end use
measures such as short-term road exposure to poor air quality at school Implementation Plans to improve air in terms of exposure to pollution will be
closures or vehicle restrictions, and on their journey to and from school quality and reduce exposure, especially considered in the new London Plan.
where appropriate, during high around schools and on journeys to and
Reducing the exposure of schoolchildren Policy 4.1.2 Improve the understanding
pollution episodes. from school. To support this, City Hall will
to pollution is a priority because younger of air quality health impacts to better
implement a schools audit programme
children are among the most vulnerable target policies and action
to identify steps London boroughs can
to its health impacts. Eight and nine-
take to reduce exposure.
year-olds living in cities with high levels Proposal 4.1.2a The Mayor will
of fumes from diesel cars have up to ten produce and maintain the London
Proposal 4.1.1c Through the London
per cent less lung capacity than normal. 9 Atmospheric Emissions Inventory
Plan the Mayor will consider policies
More must be done to reduce exposure (LAEI) to better understand pollution
that mean new developments are
at schools wherever possible, and also sources in London
suitable for use and for their particular
at colleges, universities, and other location, taking into account local To tackle air pollution effectively, it is
educational establishments. air quality necessary to understand its sources.
The Mayor will produce and maintain
Through the new London Plan, the Mayor
the LAEI. This will help us understand
will consider policies that seek to reduce
the key emissions sources and how
exposure to existing poor air quality
they contribute to poor air quality, both
through design or mitigation strategies.
now and projected into the future. It will
These are vital where new development
be used to calculate health impacts,
will be used by large numbers of people
exposure and health inequalities.
who are particularly vulnerable to poor
air quality, like children or older people.
9
https://www.kcl.ac.uk/lsm/research/divisions/aes/research/ERG/research-projects/EXHALE.aspxLO N D O N E N V I R O N M E N T S T R AT E G Y 67 Proposal 4.1.2b The Mayor will work with boroughs to safeguard the existing air quality monitoring network and enhance it by exploiting new technologies and approaches such as personal and localised monitoring Through the LLAQM framework, boroughs are required to monitor and report on local air quality. The GLA, TfL, and London boroughs fund and maintain one of the most extensive automatic monitoring networks of any world city. This is supplemented with additional monitoring. It is one of the ways in which local authorities play a crucial role in helping to understand and address air pollution. Their high quality monitoring data helps us to understand the long- term trends in air pollution. It is used to validate the comprehensive pollution modelling provided by the Mayor through the London Atmospheric Emissions Inventory (LAEI). The Mayor will continue to oversee this monitoring network and will ensure sites crucial for understanding long-term trends or measuring the impact of local measures are not removed or moved. The Mayor will use statutory powers to
LO N D O N E N V I R O N M E N T S T R AT E G Y 69
do this, as well as working with boroughs
to enhance monitoring networks where
OBJECTIVE 4.2 ACHIEVE LEGAL
COMPLIANCE WITH UK AND EU LIMITS
Road traffic is often the biggest cause
of poor air quality in places where
“T he Mayor is
possible. Particular areas of focus are
increasing the number of long-term NO 2
AS SOON AS POSSIBLE, INCLUDING BY
MOBILISING ACTION FROM LONDON
people live and work. Diesel is the most
significant source of NO x emissions,
committed to
diffusion tube monitoring, especially
in air quality focus areas. Another is
BOROUGHS, GOVERNMENT AND
OTHER PARTNERS
which contribute to illegal levels of NO 2.
The reason for this is partly because
policies that
identifying opportunities for additional
PM 2.5, black carbon and ultra fine particle
Alongside reducing exposure, the Mayor
of the under-performance of some
Euro Standards for diesel vehicles
support phasing
out fossil fuels,
will take urgent action to tackle pollution
monitoring. The Mayor will work with over time (see Box 3). There are major
to achieve legal compliance with UK and
boroughs and others to encourage discrepancies between official emission
especially diesel,
EU limits as quickly and effectively as
innovation in monitoring. measurements and real-world vehicle
possible. However, legal compliance can
performance in urban environments.
and encourage
only be achieved if the London boroughs,
It is getting easier for people and groups There are also issues with the sheer
government and others also play their
to buy personal and relatively low-cost number of vehicles on London’s
take up of zero
full role and take ambitious action.
monitoring systems. These can be roads, which causes congestion and
valuable tools, but knowing how best exacerbates pollution. The introduction
This objective addresses existing
to use and locate the monitors is vital
if the results are to provide meaningful
emissions from transport as well as
of ‘real-world’ testing into the ‘Euro 6’
European vehicle-type approval process
emission vehicles
emissions from non-transport sources.
information. It is also important to
understand the limitations of monitoring
It sets out what both the Mayor and
will mean that, on average, new vehicles
are far less polluting than previous
in London.
others need to do to achieve legal
equipment and how best to interpret models. This is particularly so for
compliance as quickly as possible.
and publish results. The Mayor will offer heavier transport like lorries.
However, the main responsibility for
guidance and advice on how air quality
ensuring that compliance is achieved
is monitored in London, and help people The Mayor is committed to policies
rests with government. They can use
understand what type of equipment that support phasing out fossil fuels,
unique tools, such as control over
is available. especially diesel, and encourage take
fiscal incentives, which can
up of zero emission vehicles in London.
accelerate compliance.
The Mayor will also establish a The Mayor will encourage a shift to more
process for accrediting monitors sustainable travel like walking, cycling or
for different purposes. public transport throughout London too.LO N D O N E N V I R O N M E N T S T R AT E G Y 71
This also contributes to the Mayor’s
wider ambitions including: B OX 3 : WHY PRI O RI TI SE used test beating software on their Unfortunately, similar on-road
THE PHASI NG O U T OF diesel vehicles, whilst others may be verification introduced for cars and
• all taxis and private hire vehicles to DI E SE L V E HI CLE S ? taking steps to ‘bend the rules’. vans, known as ‘real driving emissions’
be zero emission capable by 2033 is yet to be seen. The introduction of
Diesel vehicles are the single A landmark study by the International
real driving emissions has potential
• all TfL buses to be zero emission biggest cause of NO x emissions. Council for Clean Transportation
to create parity between petrol and
by 2037 Any strategy to improve air demonstrated that technologies exist
diesel vehicles. However, it has
quality must consider how to to reduce emissions from vehicles
been plagued by delays and for
• all newly registered road vehicles address these. but they are not being employed
many this is seen as too little too
driven in London to be zero emission consistently by manufacturers.
Rapid dieselisation of the fleet was late, with legislation not taking full
by 2040 Although EU legislation lowered NO x
caused by previous government effect until 2021. Even then, overly
permitted emissions for diesel cars
policy which incentivised low CO 2 generous conformity factors
• London’s entire transport system to by 85 per cent between 2000 (Euro 3)
emitting vehicles through the have been introduced to allow
be zero emission by 2050 and 2014 (Euro 6), average on-road
vehicle excise duty and company for error margins.
emission levels only decreased about
car tax regimes. These powerful 40 per cent over the same period. This means some of the newest trucks
These efforts are supported by the wider
levers encouraged manufacturers on the road are expected to have
policy framework in the draft Mayor’s In general, diesel vehicles emit more
to invest in the development of emissions of NO x and PM better than
Transport Strategy which promotes NO x than petrol equivalents and the
diesel technology – an attractive some family cars. The introduction
further mode shift, tackles congestion capital still has a legacy fleet of older
solution for consumers, which has of independent testing, such as the
and encourages freight consolidation. diesel vehicles capable of emitting
historically delivered better fuel Mayor’s Cleaner Vehicle Checker,
This section should be read alongside high levels of PM emissions (prior to
economy and improved durability will help to alleviate this issue by
the draft Mayor’s Transport Strategy. the EU mandating diesel particulate
when compared to petrol. creating transparency and improving
filters from 2011). It is therefore
The section also looks at non- However, it is widely acknowledged consumer confidence.
unsurprising that diesel cars are
road transport sources, including that the real world emissions currently the highest contributor In all, the Mayor strongly believes that
construction, buildings, the river and performance of diesel vehicles to road transport NO x and PM 2.5 government must deliver effective
aviation, before setting out the action did not match that achieved in emissions in London. national incentives exclusively under
that needs to be taken by others – laboratory tests. This problem is their control (such as taxation and
especially government – to achieve in part a failure in the legislation to The latest emissions standard for
scrappage) to discourage diesel while
full compliance as quickly as possible. make the type-approval emissions heavy duty engines (Euro VI), which
these vehicles remain more polluting.
test rigorous enough and a poor includes on-highway verification,
Longer-term, the Mayor is committed
response by regulators who were has started to alleviate these
to policies that support phasing out
aware of the issue for some time. shortcomings. For example, TfL has
all fossil fuels and accelerating the
seen a 90 per cent reduction in NO x
This has also been compounded uptake of zero emission vehicles
emissions between Euro V and Euro
by the revelations that at least one in London to deliver further
VI buses.
manufacturer has deliberately improvements in air quality.LO N D O N E N V I R O N M E N T S T R AT E G Y 73
Policy 4.2.1 Reduce emissions from periods of high pollution, but every active and healthy lifestyle. In addition, A more sustainable approach to
London’s road transport network by day. Dependence on cars also has it creates a more attractive city in which transport in inner and outer London
phasing out fossil fuelled vehicles, negative health, congestion, business to live, visit and do business. It is also an will require a big increase in the
prioritising action on diesel, and and community impacts. As part of the effective way of tackling emissions as number of journeys made by bus.
enabling Londoners to switch to Healthy Streets Approach, the Mayor it helps to address those from tyre and Good bus services are fundamental
more sustainable forms of transport wants to encourage people to walk, brake wear as well as from exhausts. to making people less reliant on cars
cycle and use public transport instead. That means reducing the number of and supporting London’s sustainable
Proposal 4.2.1a The Mayor will promote
kilometres driven will have a greater growth. However, it is essential that
and prioritise more sustainable travel In order to keep London moving, impact overall on PM 10 and PM 2.5. these journeys are delivered by a clean
in London including walking, cycling improve air quality and reduce carbon, bus fleet. This is part of the Mayor’s
and public transport, as part of the Londoners’ dependency on cars must Proposal 4.2.1b The Mayor, through commitment to lead by example.
Healthy Streets Approach be reduced. Analysis suggests that TfL, will clean up the bus fleet by Figure 12 sets out the action to be taken
It is now clear that much of the poor three quarters of journeys now made by phasing out fossil fuels, prioritising to clean up the bus fleet.
air quality in London is linked to car could be done on foot, by bicycle action on diesel, and switching to zero
private car use. This is not only during or by public transport. Such a shift also emission technologies
encourages Londoners to lead a moreLO N D O N E N V I R O N M E N T S T R AT E G Y 75
““FAectorbi
ll TfL buses
factodis.will In line with the draft Mayor’s Transport Figure 12: Cleaning the TfL bus fleet
Strategy, TfL buses will be expected to
meet the
Apestra Euro
vocul vivilVI meet the following requirements:
NOW 2020 2025 2030 2035 2037
dieselsestandard
ventid etrest atus • all new double-deck buses will be
hybrid, electric or hydrogen from 2018
Bus
procurement
Retrofit
of existing
TfL will
buy only
TfL will
buy only
for NO andntique
PM reis
double electric or electric or
tem, ponsuli
x • all double-deck buses in central
decks
to Euro VI
hydrogen
single
hydrogen
double
nem by 2020”
me ad C. Decupio London will be Euro VI and hybrid standards decks decks
by 2019 TfL will buy
only electric
ratuam potio, sentiur • all TfL buses meet the Euro VI diesel
or hydrogen
double decks
standard for NO x and PM by 2020
bitati sturniu qui sum Bus
fleet in
All single
decks
All TfL
buses
central electric or
• all new single-deck buses will be electric or
postia nuncepoenam.” zero emission from 2020
London hydrogen hydrogen
Eexeris molores recto optas • the whole bus fleet will be fully zero
All double 80% of
Et eic to bercia cuptas a aut emission by 2037 at the latest.
decks double
This means making the most of Euro VI decks
London’s world-leading reputation for and hybrid electric or
hydrogen
the take up of electric and hydrogen
technology in the bus fleet
Bus 50% of 90% of All single
fleet in single single decks
As these improvements are delivered the inner decks decks electric or
cleanest buses will be prioritised along and electric or electric or hydrogen
outer
the most polluting routes using Low London
hydrogen hydrogen
Emission Bus Zones.
All double More than 60% of 20% of
decks meet 85% of double double
Euro VI double decks decks
standard as decks hybrid; 40% hybrid; 80%
a minimum hybrid, electric or electric or
electric or hydrogen hydrogen
hydrogenLO N D O N E N V I R O N M E N T S T R AT E G Y 77
Proposal 4.2.1c The Mayor, through The Mayor will also require all new The Mayor, through TfL, will keep Road user charging schemes will include
TfL, will reduce emissions in the taxi private hire vehicles to meet continually under review existing and planned (subject to the development of detailed
and private hire fleet by phasing out improving minimum emission standards road user charging schemes, including proposals and consultation) introducing
fossil fuels, prioritising action on as set out in the draft Mayor’s Transport the Congestion Charge, Low Emission the central London ULEZ standards and
diesel, and switching to zero Strategy. When combined, this will Zone, ULEZ and the Silvertown Tunnel charges in 2019. There will also be an
emission technologies achieve an entirely zero emission schemes, to ensure they prove effective Emissions Surcharge on the Congestion
capable taxi and private-hire fleet by in furthering or delivering the policies Charge from October 2017 until the
For too long, the taxi trade has been
2033 at the latest. and proposals of the draft Mayor’s introduction of the ULEZ. 10
restricted to diesel vehicles. The Mayor
Transport Strategy.
wants the capital’s taxi fleet to be the Proposal 4.2.1d The Mayor aims to The Mayor proposes (subject to the
greenest in the world. To phase out reduce emissions from private and The Mayor will also consider the development of detailed proposals
diesel, all newly licensed taxis will be commercial vehicles by phasing out development of the next generation of and consultation) that the ULEZ is
required to be zero emission capable and restricting the use of fossil fuels, road user charging systems. These could expanded to Inner London by 2021 for
from 2018. prioritising action on diesel replace schemes such as the Congestion light vehicles (cars, vans, minibuses and
Charge, Low Emission Zone and ULEZ. motorbikes), covering an area up to the
The recent sharp increase in private hire The Mayor will further accelerate
More sophisticated road user charging North / South Circular. It is also proposed
vehicles means they must take a lead the uptake of cleaner vehicles in London
and/or workplace parking levy schemes that by 2020 the ULEZ is expanded
and accelerate the uptake of Ultra Low by bringing forward and expanding
could be used to contribute to achieving London-wide for heavy vehicles, which
Emission Vehicles (ULEVs). However, the ULEZ.
the policies and proposals in the draft will result in only an estimated one per
policies affecting the taxi and private
Mayor’s Transport Strategy, including cent of road length in Outer London
hire vehicles industries must take into The Mayor alone does not have the
mode share, road danger reduction, remaining in exceedance of the NO 2 limit
consideration the costs and operating legal power to ban diesel vehicles (or
environmental objectives, reducing values in 2025: primarily on the North
models of each industry. The Mayor will any other vehicles) across London. The
congestion on the road network, and Circular and around Heathrow (which is
encourage and quicken the take up of Mayor can, however, apply charges
supporting efficient traffic movement. a matter for national policy).
zero emission capable taxis by working to vehicles on a number of grounds,
In doing so, the Mayor will consider the
with the trade to create an action plan. including addressing congestion and
appropriate technology for any future
The Mayor will provide a mixture of emissions. Charging has been shown
schemes, and the potential for a future
financial incentives, infrastructure and to be very effective at influencing
scheme that reflects distance, time,
regulation (including maintaining a taxi behaviour. This includes promoting a
emissions, road danger and other
age limit, currently set at 15 years). The shift to more sustainable modes of travel
factors in an integrated way.
aim is to achieve a minimum of 9,000 via the Congestion Charge and reducing
such vehicles in the fleet by 2020. the number of polluting vehicles in
London via the Low Emission Zone.
10
There are slightly different arrangements for residents of the central London area, who will remain subject to the T-charge while the ULEZ
resident sunset period is in effect.LO N D O N E N V I R O N M E N T S T R AT E G Y 79
The expansion of the ULEZ for light The Mayor will also work with boroughs Figure 13: ULEZ proposals to be consulted on
vehicles to Outer London would affect to explore borough-level restrictions ULEZ PROPOSALS
an additional 1.7 million households. on fossil-fuelled vehicles, prioritising
Furthermore, there is no appropriate diesel vehicles (for example diesel
Central London ULEZ in 2019
boundary road for a wider zone that surcharges on resident parking permits),
(all non-compliant vehicles)
incorporates the north circular other and initiatives to incentivise ultra low
than the greater London boundry. emission vehicles.
It is likely that targeted local measures £12.50* per day
such as local road closures, vehicle The Mayor will take steps to develop a
restrictions or other interventions Cleaner Vehicle Checker that will help
£100* per day
could be equally effective and as likely members of the public understand the
to bring this remaining one per cent of emissions impact of their diesel cars
road length into compliance, and in a and vans. The government should also
quicker timeframe. The Mayor will keep introduce a complementary national
the situation under review and consider car labelling scheme to raise awareness
what measures will be most effective and about the differential pollution emissions
likely to secure equivalent compliance on from vehicles at the time of purchase London-wide ULEZ in 2020
those Outer London roads in the shortest (including for second hand vehicles). (all non-compliant heavy vehicles)
time possible.
Up to £100* per day
Inner London ULEZ in 2021
(all non-compliant vehicles)
Up to £12.50* per day
Up to £100* per day
ULEZ standards: Petrol – Euro 4; Diesel – Euro 6/Vl; Motorcycle and L-Cat – Euro 3
ULEZ standards: petrol – Euro 4; Diesel – Euro 6/VI; Motorcycle and L-Cat – Euro 3
*ULEZ charge levels are indicative only and refer to the current scheme proposals
* ULEZ charge levels are indicative only to refer to the current scheme proposals.LO N D O N E N V I R O N M E N T S T R AT E G Y 81
““FLectorbi
ondon’s freight
factodis. Proposal 4.2.1e The Mayor aims The Mayor will take steps to develop a This can be achieved by:
to reduce emissions from freight Cleaner Vehicle Checker to help fleet
accounts
Apestra forvivil
vocul over through encouraging a switch to
lower emission vehicles, adopting
operators understand the emissions
of their diesel cars and vans, and will
• stimulating the supply, and increasing
the take up, of low emission
ten per
ventid se cent
etrest of
atus smarter practices and reducing freight
movements through better use of
work with industry to set out a clear
plan to phase out fossil fuels. This
commercial vehicles through
regulatory, procurement and
tem,PM 2.5 emissions
ponsuli ntique reis consolidated trips is vital, especially amongst heavier
specialist vehicles, which are often
pricing incentives
and mearound
Almost all of London’s freight is carried
nem ad C. Decupio by road, using diesel vehicles. This
more challenging to switch to cleaner • making the most efficient use of
vehicles by developing a strategic
alternatives. The plan will help better
a fifth potio,
of traffic
activity accounts for over ten per cent
ratuam sentiur of PM 2.5 emissions 11 and around a fifth
understand alternative fuels, and how consolidation and distribution network
to protect industrial land and reduce
they can be used to bridge the transition
in the capital.”
of traffic in the capital. 12 In the morning
bitati sturniu qui sum peak, freight traffic is around a third of
towards zero emission technologies. the impact of freight and servicing trips
on London’s streets (Box 5 describes a
the total traffic in central London.
postia nuncepoenam.” The Mayor has set a number of targets to
cut emissions and reduce the amount of
low emission freight pilot)
London’s freight movement is also • examining other ways in which freight
freight movement in central London. This
Eexeris molores recto optas growing in an inefficient way. Many
includes reducing construction traffic can be delivered and moved around.
deliveries of non-time critical goods For example, using cargo bikes and
Et eic to bercia cuptas a aut by five per cent by 2020, and reducing
are unnecessarily made at congested motorbikes for shorter, smaller
the number of freight trips during the
times of the day. Lorries and vans are deliveries in central London and town
morning peak by ten per
often less than half full. It is estimated centres, and making better use of river
cent by 2026.
as many as two in every three delivery and rail services.
slots are missed. 13 This means repeat
trips, which cause even more congestion
and emissions. The Mayor will work with
London Councils on possible changes to
the London Lorry Control Scheme, which
controls the movement of heavy goods
vehicles at night and at weekends, so
that the scheme can reduce emissions of
air quality pollutants and CO 2, as well as
minimising noise and encouraging safer
vehicle design.
11
Transport statistics Great Britain 2013
12
NO x emissions in Greater London LAEI 2010
13
Online Shopping Report conducted by ICM on behalf of the GLA in August 2015You can also read
