Improving air quality is also a regional task

To protect the health of EU citizens, the European Commission has proposed new limits for air pollutants. To improve air quality, a lot can and should be done on a regional level too, writes Winfried Hermann.

Winfried Hermann is Minister of Transport of the German State of Baden-Württemberg.

The World Health Organisation (WHO) has shown that air pollution causes health problems even at levels far below the current limits. In summary, with better air quality, we all live longer and healthier lives.

Therefore, the EU Commission has presented a draft update of the EU Air Quality Directive with specifications for air quality that apply throughout Europe. The draft proposes a significant tightening of previous limit values regarding Nitrogen Dioxide (NO2) and Particulate Matter (PM2.5).

In the past, such limit values for air pollutants have been drivers for important changes, e.g. for the introduction of new exhaust emission standards for heating systems and motorised vehicles, as well as for other transport policy measures.

Limit values have been the foundation for coordinated and ambitious action on all political levels and will continue to do so in the future. After all, the EU’s proposals are ambitious.

At the same time, the Commission kept in mind that the social and economic transformation to a pollutant-free environment could not be completed until 2030. Consequently, the proposed limits are a great move towards compliance with WHO recommendations. 

Because of that, I as the minister of transport of the German State of Baden-Württemberg fully support the Commission’s proposal. The proposed limits will lead to an improvement in air quality, due to all the different political levels actually utilising their available potentials.

This also includes us as a federal state, as regions hold a lot of power in the domain of traffic and transport.

The limit for NO2 emissions is supposed to be reduced from 40 µg/m³ to 20 µg/m³ on a yearly average.

When it comes to Nitrogen Dioxide, there is a lot to be achieved on a local level: nitrogen concentration is particularly high in places where daily tens of thousands of vehicles travel directly alongside densely built-up areas.

Fortunately, we can affect and decrease this kind of traffic. Fleet modernisation and electrification will decisively contribute to the reduction of air pollution.

By reallocating road space, we are able to create space for other modes of transportation, such as pedestrian and bike traffic as well as public transport and make sure that motorised individual transport is declining.

In order to guarantee that people who cannot give up driving are able to drive electrically we continue to expand charging infrastructure. In addition, we also implement other measures like speed limits or the expansion of parking space management.

These local measures are effective and the consequences for the environment are thoroughly positive. Air quality is improved, noise disturbance is reduced and CO₂ declines.

We make use of the synergy effects between health, environmental and climate protection, because it is clear that what helps climate also helps clean the air and serves to protect against noise.

Simultaneously, space for urban development can be created to improve the quality of life in residential neighbourhoods. 

The EU’s target for the proposed limits is 2030. If we consequently implement new climate-friendly transport policies now, meaning promoting and fostering climate-friendly modes of transportation and electromobility as well as reducing motorised individual transportation, we will meet this ambitious goal.

The situation with particularly small particulate matter PM2.5, which is especially harmful to health, is more difficult.

The WHO classifies concentrations upwards of 5 µg/m³ on an annual average as harmful to health. The Commission proposes a reduction of PM2.5 concentrations in residential areas to the harmless level classified by the WHO. To this end, PM2.5 levels are to be gradually reduced until 2030 and beyond.

Our measurements show it makes sense to focus on larger areas when it comes to PM2.5, because all our measurements in urban areas here in Baden-Württemberg, even away from a direct flow of traffic, show concentrations above 5 µg/m³.

Thus, processes occurring over larger areas are mainly responsible for particulate matter pollution.

In Baden-Württemberg, the main sources for this are wood-powered heating systems, road traffic, technological and industrial processes and agriculture. Nevertheless, we want to take on these challenges as well.

Measures concerning transportation also take effect in reducing particulate matter emissions.

In order to tackle the problem that particulate matter poses effectively we as regions need strict and clear legal requirements on a European and national level especially for emissions from wood-heating systems as well as technological and industrial facilities. 

Now the draft air quality bill lies with the Council and the European Parliament where member states and MEPs bring their positions to the table.

My view, from the perspective of an industrial German state, is that the Commission acted with discernment and considered many different interests. I hope the final update of the air quality directive maintains this balance.

We can meet the challenges that lie within this bill if the member states, regions and cities make use of their options and opportunities. That way, we ensure that air quality in the EU gets better and the health of all of us benefits from that.