KNOWLEDGE BRIEF

LOW EMISSION ZONES - KEY TAKEAWAYSFROM THE EARLY ADAPTORSFEBRUARY | 2024

INTRODUCTION
Deteriorating air quality poses a health hazard to the contemporary world. According to World Health Organization (WHO) 2019 report, 99% of the world’s population
live in areas where the air quality does not meet the levels recommended by WHO Air Quality Guidelines1 (eg,annual PM2.5- 5 microgram/m3, PM10–15 microgram/m3,
NO2-10 microgram/m3). Worldwide, air pollution cuts life
expectancy by 1.8 years for an average person and causes nearly 8.8 million early deaths annually, with low- andmiddle-income countries paying the highest cost due toincreased concentrations of PM2.5, primarily generated by
vehicular traffici.
Globally, road transport is responsible for about 27% of urban air pollutionii resulting in detrimental impact on publichealth. To promote greener mobility and tackle vehicularpollution, the Global Roadmap of Action towards Sustainable Mobility (GRA) produced by the Sustainable Mobility
for All (SuM4AIITM) initiative2 focusses on several measures. These include shifting more people to public transport, promoting walking, and cycling, reducing tail pipe
emissions by requiring efficient filter systems and transitioning to electric vehicles, improving the management of
on-road polluting vehicles, improving traffic flow throughimproved traffic engineering and street design, and introduction of Low Emission Zones (LEZ).
UITP’s Better Urban Mobility Playbookiii also focuses onachieving sustainable mobility through three pillars – developing cities around public transport, optimise road and12street management and adopting an innovative efficientpublic transport system. The playbook suggests introducing LEZ as one of the solutions to tackle the problems ofcongestion and improving air quality in cities.
The LEZ is defined as a designated area where an entity
operating and managing the transport network “seeks torestrict or deter access by specific categories of high-polluting vehicles into the area to improve the air quality within the geographic area”iv. These highly regulated zones aresupported by strong policies and robust data management,
not only facilitating the improvement of air quality within
the implementation area but also in its wider surrounding
region. The concept promotes the usage of cleaner modesof mobility and public transportation.
To achieve carbon neutrality by 2070, India has undertaken taken several initiatives including shifting towards
electric vehicles, especially in the public transport sector,
through schemes such as Faster Adoption and Manufacturing of (Hybrid &) Electric Vehicles (FAME) I and II,
National Electric Bus Program (NEBP) and, the recently
launched PM-eBus Sewa Scheme. Recognising the significance of LEZ concept to tackle the detrimental impact ofvehicular pollution and its simultaneous role in combatting
climate change, can be considered another step forward inachieving the objective of carbon neutrality.
Thus, UITP India is working on a project of two-year duration ‘Enabling mechanisms for development of Low Emission Zones in India’. This knowledge brief, a compilationof six international case cities, helps in understanding theconcept of LEZ implementation in these Cities and theirhttps://www.who.int/news-room/feature-stories/detail/what-are-the-who-air-quality-guidelines
https://thedocs.worldbank.org/en/doc/350451571411004650-0090022019/original/GlobalRoadmapofActionTowardSustainableMobility.pdf

reasons for success that could be replicated in the IndianContext, as the first step towards the study. Initially, a listof 25 cities across the Globe was selected based on parameters such as area, types of interventions, and policy
framework (Figure 1). From the list of 25 cities, focus wasstudies in the early 1960s reported a 30% reduction in
winter sunshine hours in the smokier districts of east Inner Londonvi.
With a strong political commitment under the leadershipof the Mayor of London, Transport for London (TfL), introduced LEZ in a phased manner, following extensive
consultations and outreach activities. This approach allowed sufficient time to become aware of and adapt to
the new policy changes. In 2008, the LEZ was implemented with a focus on heavy vehicles, and then in 2019,
an Ultra Low Emission Zone (ULEZ) was introduced,
with an extended focus on cars and vans.

Figure 1: Methodology for the study (Source: Authors)then laid on six cities for detailed study i.e., London, Berlin,
Paris, Brussels, Barcelona and Seoul. These cities have not
only been successful in implementing LEZ in their respective cities but also provide key take aways that could be
replicated in Indian cities. Detailed literature reviews alongwith expert interviews from the six respective cities wereconducted to present a detailed picture.

Figure 2: LEZ and ULEZ boundary in London as of 2019 (Source: Transportfor London)

CASE STUDIES
Factors such as culture, demography, governance, technological advancement, and diverse determinants of human behaviour tend to differ from one city to another.
Hence in this regard, it is important to closely study thefactors that play crucial role in the holistic success of theinitiative in these cities.

LONDON, UNITED KINGDOMThe capital city of United Kingdom (UK), London is oneof the most cosmopolitan cities of the world. With apopulation of 8.8 million (2021)v, London is the largest
metropolis in the UK, serving as the country’s cultural,
economic and transportation hub.

Figure 3: Present ULEZ boundary in London (Source: Transport for London)

INTERVENTIONS

London’s pivotal role during the Industrial Revolution
made smog a persistent problem in the city. However,T he Greater London area, spanning over 1,580 square
kilometres, requires vehicles entering to either meetthe specified emission standard or pay a daily charge
for driving in the zone, or pay a fine for violation, depending on the type of vehicle used.

Concerns regarding air pollution, climate change,
traffic congestion and need for meeting European
Union (EU) Air Quality (AQ) standards prompted
London to be one of the first cities of the world toimplement LEZ and then ULEZ.

T he current minimum emission standard in the LEZ
is Euro VI (NOx and PM) and in the ULEZ, Euro IV(NOx) for petrol cars and Euro VI (NOx and PM) for
diesel cars.

the city’s dynamic weather conditions prevented thedevelopment of complete photochemical smog. In fact,

 hile ULEZ operates 24 hours a day, every day ofW
the year (except Christmas Day - 25 December), the2

TIMELINELEZ operates 24 hours a day, every day of the year,
including weekends and all public and bank holidays.

INTERVENTIONS

 utomatic Number Plate Recognition (ANPR) camAeras are used for enforcement.

LEZ launched with restrictions for
Heavy Goods Vehicles (HGVs) over
12 tonnes
Restrictions on HGVs of 3.5 – 12
LEZ Phase II
tonnes along with buses and coachesth
7 July 2008
over 5 tonnes

LEZ PhaseI 4th Feb.
2008

 xemptions are in place for military vehicles, specialist
E
agricultural vehicles, non-road going vehicles such as
excavators, mobile cranes, historic vehicles and London licensed taxis (depending on taxi age limits).

LEZ Phase III Restrictions on large vans and mini2012buses

 pecial agreements allow grace periods for emergenS
cy services to upgrade their specialist vehicles. Similargrace periods are provided for vehicles used by differently abled people, businesses and charities, London
licensed wheelchair accessible vehicles and minibuses
for community transport.

LEZ Phase IV Tougher Particulate Matter (PM)
3rd Jan. 2012 standards for Phase I and II vehicles
Feb. 2013

Announcement for introduction of
ULEZ in Central London by 2020

Nov. 2013

Stakeholder engagement for ULEZ
emerging approach

Oct. 2014 –Jan. 2015

Public consultation on ULEZ implementation

23rd March
2015

Mayor of London announced launchof the world’s first ULEZ in Central
London from Sep. 2020

July 2016

Consultation on air quality measures
began

Oct. 2016

Consultation on Toxicity Charge(Congestion Charge extension) andpolicy interventions for ULEZ changes

Feb. 2017

Announcement of T-Charge

Apr. – Jun.
2017

Consultation on introducing ULEZ in
Central London in 2019

Oct. 2017

T-Charge launched in Central London

Nov. 2017

Announcement on ULEZ beingbrought forward to 2019

Dec. 2017 –Feb. 2018

Consultation on ULEZ expansion to
inner London and tighter LEZ norms

June 2018

Announcement on ULEZ expansion
and stricter LEZ norms

Study report claims that London’s LEZ benefitted an additional 18 million people outside London as the lower emission vehicles that drive through London also drive through95% of the major towns and cities in England and Walesvii.

Figure 4: Impact of ULEZ Car and Motor Cycle Scrappage Scheme (Source:
Transport for London 2023)

Vehemently establishing the problem through publishing
reports and data on air pollution, introducing a Scrappage Scheme3, promoting retrofit and the use of cleaner modes of transport, conducting large scale awarenessprogrammes, mapping stakeholder, constant stakeholder
engagement and consultations, launching strong public information campaigns, and strong political will have
served as key enablers in the effective implementation of
the LEZ and ULEZ norms. Additionally, initiatives such asproviding a cleaner bus fleet with improved bus service,investing in walking and cycling, setting up electric vehicle(EV) charging infrastructure and deploying zero emission
capable taxis were the approaches that acted as catalysts
to address and improve air quality.

Tougher NOx and PM standards
LEZ Phase V for HGVs over 3.5 tonnes and forMarch 2021 coaches/buses over 5 tonnes Euro VI
standards required

3

Oct. 2021

ULEZ expansion to inner London

May – July
2022

Consultation on ULEZ expansion
London-wide

Nov. 2022

Announcement of ULEZ expansion
London-wide

Aug. 2023

ULEZ expanded London-wide

BERLIN, GERMANY
Berlin, with a metro area population of approximately 3.87
million in 2023viii, is the capital and largest city of Germany, both in terms of area and population. With stricter, legally binding air quality (AQ) standards coming into force
across the European Union (EU) in 1999, Berlin faced
exceedances of the AQ limit values for PM10 and NO2,

A scheme is a plan of action / policy that ensures implementation of the strategy adopted

3

INTERVENTIONS

mainly in many roads concentrated in central areas of thecity. This necessitated an accelerated improvement of thegrowing vehicular fleet and the application of existing filter
technology to control toxic diesel emissions.

T he German Government adopted a national labelling
scheme with three categories that closely align with theEuro vehicle emission standard for diesel vehicles. These
categories are represented by a number on a sticker,
which is to be affixed to the vehicle’s window screen.

In 2005, Berlin became the first German city to adopt an
LEZ, with plans for implementation in two stages in 2008
and 2010.

Figure 6: Sticker system in Berlin (Source: Urban Access Regulations in
Europe)T he labelling scheme was backed by a Regulatory andTechnical Framework for the type-approval of particulate filters allowed for retrofitting in diesel vehicles.
Supported by a funding scheme, this framework waslater extended to cover the retrofitting of diesel vehicles with Selective Catalytic Reduction (SCR) catalysts
to reduce NOX emissions.

Figure 5: LEZ map for Berlin (Source: Senate Department for Environment,
Transport and Climate Protection, Berlin) iesel passenger cars (14,000 PC with red sticker andD
60,000 PC with yellow sticker) and diesel commercial vehicles (10,000 LDV/HDV with red sticker and25,000 LDV/HDV with yellow sticker) that were affected after Stage 2 implementation by the end of
2009 faced regulation, unless retrofitted.

EU’s Air Quality Directive with legally binding AQ
standards served as a driver for the LEZ, not onlyfor Berlin but 60 other German cities, underpinned
by a National sticker regulation for vehicles basedon the EU norms for controlling emissions.

 xemptions were initially granted for vehicles that couldE
not be retrofitted for technical reasons and for small
businesses facing proven economic troubles. From 1st
January 2015 onwards, these exemptions were limited
to differently abled people and special vehicles with aunique business idea or elaborate special equipment,along with low environmental zone performance.

Stage 1 aimed to replace the most polluting fleet of vehicles, which were more than 12 years old, with modern andcleaner vehicles. In stage 2, the then new Euro 4 emission
standards were required, but older diesel vehicles could be
upgraded through retrofitting with a particle trap.

 ost-efficient Diesel Particle Filter (DPF) technoloC
gy became an important element of Berlin’s strategy tomeet particle pollution standards. DPF became mandatory in new diesel engine applications in trucks andbuses from 2014 and non-road machinery and vessels
since 2019.

LEZ encompasses the busy central city area, covering 85
square kilometre delimited by the local railway ring, where
almost one third of Berlin’s population resides. The LEZ
operates all 365 days a year and is permanent in nature.

4

PARIS, FRANCE
Paris, with a population of nearly 2.2 million (2023) andforming the heart of France’s commerce, education, artand culture, serves as the capital city. The population of themetropolitan region is 12 millionx. The city is strategicallylocated at the crossroads of both land and water routes,
significant not only to France but also to Europe, and has
played a significant role in its growth and prosperity.
In response to the rising concern among citizens regarding deteriorating air quality and to meet the Air Quality
Standards set by European Union (EU), Paris initiated the
LEZ Legal Framework in 2015, locally known as La Zone a
faibles emissions (ZFE). Since 2019, it has been a part ofthe metropolitan frameworkxi.

Figure 7: Impacts of LEZ in Berlin (Source: Senate Department for Environment, Transport and Climate Protection)

 ince it is a mandatory requirement, the Stakeholders’S
Working Group was consulted before drafting any new
scheme along with conducting public consultation.
T he penalty for driving in a LEZ without the required
sticker is €80, plus an administrative fee that varies.
 oreign vehicles are also affected and are required toFbuy a sticker, with the details available on the website of
the Senate Department for Urban Mobility, Transport,
Climate Action, and the Environment. The emissions
standard of foreign vehicles primarily depends on thevehicle’s age.
 erlin’s Strategic Urban Mobility Plan (SUMP) outlinedBother important measures leading to an improvementin air quality, including a shift from private vehicles towards public transport, cycling, and pedestrianisation
traffic. In fact, a 15% reduction in traffic volume has
been observed in the whole city since 2002, owing to
the traffic planning measures accompanying the launchof the LEZ.
The DPF retrofit programme, launched in 1999 for 1,499
buses, resulted in more than 90% reduction of soot emissions per vehicle. Berlin’s focus on DPF retrofitting, especially through the low emission zone, reduced the traffic-generated black carbon concentration by more thanhalf. Even though PM10 levels fell by less than 10%, it was
still considered a success with regard to health protection
and control of short-lived climate forcing compounds.

Figure 8: ZFE boundary in Paris (Source: Urban Access Regulations in
Europe)Given the relatively slow renewal of vehicle / machinery stock, the provision for retrofitting with particle filter
proved an attractive, efficient and cost-effective solution,
which substantially reduced black carbon levels in Berlinby nearly 50%. While retrofitting with NOx filter retrofit (SCR) proved to be technically feasible, efficient, andcost-effective for buses, DPF retrofitting proved to be acost-efficient solution for older machinery. Thus, a robust
policy framework, coupled with rewarding vehicle owners
who invested in clean vehicles, acted as major factors behind the successful implementation of the LEZ in the city.

INTERVENTIONS
 everal studies conducted by the City of Paris, along
Swith an NGO entrusted by the State and public authorities to measure and model air quality in the Greater Paris agglomeration, studied more than 400 scenarios and conducted sensitivity tests. Out of these, eightscenarios were studied in detail to understand traffic
scenarios. This helped in identification of polluting lightand heavy-duty vehicles, and motorised 2-wheelers
that need restriction to improve air quality.

5 national sticker system known as Crit’Air, whereA
stickers representing different Euro Emission Norms4
are placed on vehicle windshield. According to national
regulation, it is mandatory for all vehicles entering the
LEZ to have the Crit’Air sticker issued by the State;otherwise, fines would be levied.

T he City of Paris has provided several financial aids forboth individuals and professionals, including subsidies
on e-bikes, to help them transition to cleaner modesof mobility.
T o increase compliance among citizens and acceptanceof the LEZ norms, improvements in walkability, increasing bike lanes and formulation of policies to enhanceaccessibility have played key roles.
In case of Paris, active people’s movements played a crucial role in prompting the government to consider implementing LEZ. Non-Governmental Organisations working
in the field of air pollution measured air quality in different
schools in the city and exerted pressure on the city authorities to better manage air quality in the city.

BRUSSELS, BELGIUM
Brussels, the capital city of Belgium and the administrative
centre of the European Union, home to several headquarter of EU institutions, has a high density of population in
the city center. With increase in vehicular traffic, the NO2levels in 2017 exceeded the prescribed EU AQ limits. Air
pollution was reported as the biggest environmental threat
to health, causing 300 deaths per million per year in Belgium. The transport sector was responsible for 55% of
NO2 emissions and 23% for PM2.5 emissions in 2020. The
city of Brussels introduced an LEZ in January 2018, due topressure from the EU to control air pollution levels and in
response to citizens’ campaigns demanding clean air.

Figure 9: Different categories of Crit’Air stickers (Source: Official website ofCrit’Air sticker)

 ince 01 June 2021, vehicles categorised as UnclassiS
fied, Crit’Air 5 and Crit’Air 4 (for cars Euro 3 and older)
are restricted from driving in the ZFE and the A86 motorway, excluding the following days and times:» For buses, coaches and heavy goods vehicles, thisrestriction applies 7 days a week, between 8 a.m.
to 8 p.m.
» For private vehicles, light utility vehicles, two-wheelers, tricycles and motor quadricycles, the restriction applies from Monday to Friday from 8 a.m. to
8 p.m. – except public holidays.
L aws such as the Mobility Orientation Law (2019) andClimate and Resilience Law (2021) played major roles
in enforcement of the ZFE norms.
 ublic consultations and coordinated consultations withP
all the municipalities across Greater Paris Metropolis
were held between March to April 2021, along with acitizen opinion poll in March 2021 before the implementation of June 2021 stage of ZFE norms across theParisian metropolitan region.
 n ANPR system is proposed to be implemented byA
the end of 2024 or beginning of 2025 for better vigilance and creation of a robust database on riders / vehicles.

Figure 10: Map of LEZ in Brussels covering 19 municipalities with ‘P’ in themap showing points of Park / Park & Ride facility (Source: Brussels Environment Department) xemptions exist for certain types of vehicles such asEpolice vehicles, mobile hospital, emergency medical aid
service, vehicles of the Ministry of Defence, vehicles
displaying “mobility inclusion” that are used by differently abled people.
4

INTERVENTIONS
 ince 01 January 2018, the Brussels capital regionS
implemented a LEZ covering 19 municipalities spreadover an area of 161 square kilometre, with the ring road

Contrary to the German scheme, in the French one the number does not coincide with the Euro-norm.

6selected as the natural boundary for demarcation. The
current requirements are Euro 5 for Diesel and Euro 2
for petrol passenger vehicles, including vans and coaches.

 ark and ride facilities and transit car parks were esPtablished on the periphery of Brussels-capital region,
along with the introduction of car sharing platforms in
the city.
 eople also have the option to buy 24 days passes per
Pyear for entering LEZ area of €35 per pass, as an exemption.

Brussels conducted an opportunity study in year
2011 on LEZ and the decision to implement LEZ in2018 was finalised in 2016. A comprehensive operational study was conducted between 2016-2017
and a legal framework designed for 2018-2025.

 pecial exemptions are provided for emergency veS
hicles such as fire brigade, ambulance, military, policecars, vehicle used by differently abled people (registration / application necessary), and vintage cars older
than 30 years (registration / application necessary).

 nder the Scrappage Scheme, residents of the BrusU
sels region, were provided with a €500-900 mobility
budget to be used for public transport passes or to purchase bicycle. The rationale was to make people shift
towards public transport, instead of compelling them tobuy private electric cars .

 high penalty for violating norms amounts to €350A
per illegal entry, applicable for 3 months.
 comprehensive communication strategy was adoptA
ed, including distribution of leaflets providing basic information about LEZ, dedicated website, campaigns,
warning letters to car owners, and information kits forstakeholders were developed to spread awareness.

 sing Digital cross-connect (DXC) technology, theUcity installed 300 cameras equipped with AutomatedNumber Plate Recognition (ANPR) technology, capable of capturing 4-million license plate photos per day.
These cameras could also be accessed by the city police
for security purposes.

 russels Mobility initiated a campaign called ‘Mobility
B
Poverty’ to address concerns raised by NGOs working
with impacted citizens.
 oncept of Mobility Coach – a dedicated call centreCfor individual queries that provides various alternate
commute options was established.
 collaborative effort involving multiple organisations
A
such as Brussels Regional Public Service, Bruxelles Environment, Fiscalite Brussels, Cirb.brussels and DXC
technology, took place for effective implementation.
T he implementation of a strong Mobility Plan, with investments in public transport, cycling, and shared mobility, was a crucial approach that worked in favour of
LEZ implementation.
 Low Emission Mobility Roadmap is under developA
ment for 2025-2035, with extensive stakeholder consultation and a study of the legal framework. The goal isto phase out diesel vehicles by 2030 and petrol vehicles
by 2035.
In Brussels capital region, on road it is estimated that between June 2018 and October 2020, the number of olddiesel vehicles circulating significantly decreased, leading
to reductions in air pollutant emissions: 9% NOx, 17%fine particles (PM2.5) and 38% black carbon particles. The
share of diesel cars dropped from 62% in 2018 to less than
50% of the vehicles in 2020.
The successful implementation of LEZ in Brussels was
facilitated by strong enforcement, cooperation amongagencies, gradual phase out, stakeholder consultation,

Figure 11: Communication strategy adopted to spread awareness on LEZ(Source: Brussels Environment Department)

7

vironmental label. For foreign registered vehicles, registration with the AMB before arrival for €7 for cars is
mandatory.

flexible plans through exemptions, financial support, and arobust mobility plan.

BARCELONA, SPAIN
Barcelona, situated on the northeastern coast of Spain
with a metro area population of approximately 5.7 million in
2023xii, serves as the capital and largest city of the autonomous community of Catalonia and is the second-most
populous municipality of Spain. Barcelona is a major cultural, economic, and financial centre in southwestern Europe.
In response to increasing annual average NO2 concentration limits set by the EU and WHO for health protection,
the Area Metropolitana de Barcelona (AMB), in a 2017
political agreement, committed to improving air quality inthe Barcelona conurbation. This led to the launch of Rondes de Barcelona (ZBE) and other LEZ such as Area 40
and Metropolitan LEX. The ZBE became permanently operational since 01 January 2020.

Figure 13: Non containment labels (Source: green-zones.eu)

 rivers entering ZBE without the required environD
mental label (currently “B” for Diesel Euro 4 and Euro
3 for petrol) or incorrect registeration may face fines
up to €200, with the exception of the main Barcelona
ring roads.
 lder and more polluting vehicles can obtain a one-day
Opass to enter the city for €5 or €6 based on the vehicle
type. Each vehicle may receive a maximum of ten oneday passes per year.
T he strong political will and involvement of authorities
facilitated the design of legal instruments, including awell-defined environmental label system, regulatory
municipal ordinance, regulations for vehicle registration, and regulatory tax ordinance, ensuring effective
implementation of ZBE.
 utreach activities and campaigns at the political andOauthorities’ level were conducted to publicise the ZBE
concept and raise awareness on its health benefits.

Figure 12: Map indicating the LEZ Area Barcelona (Source: AMB)

Barcelona Low Emissions Zone or ZBE covers an
area of approximately 95 square kilometre, which
includes the entire city of Barcelona plus L’Hospitalet de Llobregat, Sant Adrià de Besòs and parts ofEspluges de Llobregat and Cornellà.
LEZ/ZBE introduction in Spain no later than 2023
in all cities with inhabitants of 50,000 + and20,00+ with pollution problems.

Figure 14: Technological measures for enforcement in Barcelona (Source:
LTA&UITP International Transport Congress & Exhibition, 2-4 Nov, 2022)

INTERVENTIONS

xemptions are for reduced mobility individuals,E
low-income group members, emergency, municipal,
and essential service vehicles, along with a grace period
for replacement.

 BE operates from Monday to Friday between 7 a.m.
Z
and 8 p.m. Vehicles entering during these hours musthave a Directorate General of Traffic (DGT) issued en-

8organisation of major roads in the city center. In 2019,
it expanded to other financial districts5 of the city.
 tudies were conducted to understand scenarios beS
fore and after GTZ implementation , various stakeholder consultations were held between 2016 - 2017, polls
were conducted for the citizens and engagement with
non-profit organisations.

Figure 15: Complementary measures taken by AMD authority (Source:
AMB)

Before ZBE implementation, polluting vehicles constituted 20% of the total fleet. By June 2020, this figure
dropped to 6%, and by September 2021, with restrictions on passenger cars, mopeds, and motorcycles without badges, the circulation of these vehicles reduced toonly 2%. This resulted in a 54.3% reduction in NOX levels
and PM10 by 19.2% reduction. Moreover, 76% of people
no longer holding a T-Verda card reported primarily using
public transport for their journeys.

Figure 16: Map showing GTZ in Seoul (Source: Transport Policy Division,
SMG)

T he restriction applies to Grade 5 vehicles, including
diesel cars before 2002 and gas-powered vehicles
manufactured before 1987. The ban extends to theentire city on days of “emergency reduction measures”
issued when PM2.5 levels surpass 50 µg/m³.xv

The ZBE Metropolis Barcelona is one of the most ambitious supra-municipal technological projects in southern
Europe. The application of big data and technology, coupled with the harmonisation of restrictions and the establishment of a strong legally system, ensured the effective
implementation of the ZBE Metropolis Barcelona.

 igilance is done through real-time monitoring with theVhelp of ANPR cameras. Enforcement period is from 6
a.m. to 9 p.m. every day, and violations result in a penalty of KRW 100,000. From the third violation, thepenalty increases to KRW 200,000.

SEOUL, SOUTH KOREA
The capital city of South Korea (Republic of Korea), located in the north-western part of the country on the Han
River and in close proximity to the Yellow Sea, has a population of 9.66 million (2023)xiii. It plays a pivotal role inSouth Korea’s political, economic and cultural life, serving
as the center for amenities, tourism, and historic places in
the country.
In response to excessive emissions, fine dust particles,
and increasing traffic congestion in the recent past, Seoul
implemented a LEZ known as the Green Transport Zone
(GTZ) in the cityxiv. The aim was to develop a people-centric and car-free life.

INTERVENTIONS eoul Metropolitan Government (SMG) implemented
S
the GTZ in 2017 within a designated 16.7 square kilometre area in the city center. The goal was to reduce
30% of car traffic in the zone by 2030 through the re5

Figure 17: Traffic Volume Management done through ANPR installed at 45
entry points to the GTZ (Source: Transport Policy Division, SMG)

Financial districts refer to financial centres/hubs, hosting major financial institutions in the area concerned.

9 itizens were given the option to either replace theirC
old and polluting cars or install filters to limit emissions.
Residents of the GTZ receive financial support for replacing their old/polluting cars.

 xemptions apply to emergency vehicles and vehicles
E
used by people with reduced mobility.
 romotional activities such as slogans, bus campaigns,
P
advertising, broadcasting videos, were conducted tospread awareness.

 oads for cars were reduced by reorganising pedestrianR
spaces, reducing lanes and extending sidewalks.

The gradual expansion of GTZ from a small area and then
expansion to other areas, coupled with sincere promotionof public transport and cleaner transport, played key rolesin the successful implementation of GTZ in Seoul.

KEY TAKEAWAYS
Each city covered in this knowledge brief displayed anarray of initiatives to successfully implement LEZ. Table 1
highlights a comparative study of some of the major factors contributing to the successful implementation of LEZ
in the six cities. Indian cities may consider these factors
when implementing similar measures. It is worth notingthat neither a one-rule fits all approach nor the rigidity ofnorms and policies resulted in successful implementationof LEZ in these cities. The instruments highlighted for LEZ
implementation along with complementary measures suchas promoting active transport modes (cycling and walking)and enhancing public transport coverage and frequency
play a vital role in its success and its positive impact on
health.

Figure 18: Key strategies adopted for successful implementation of GTZ in
Seoul (Source Transport Policy Division, SMG)

Table 1: Comparative analysis of the key takeaways from the six case study cities based on major interventions for successful implementation of LEZ (Source: Authors)

10CONCLUSION
Implementing LEZ in Indian cities represents a step forward in achieving lower carbon emissions and enhancing the Qualityof Life for citizens. Based on the key takeaways from the case studies, an ideal proposed framework (Figure19) for Indian
cities may be considered during LEZ implementation which is illustrated below.

Figure 19: Ideal implementation framework for LEZ in India (Source: Authors)

India has already implemented several initiatives at the
National, State and City levels aiming to combat vehicularpollution which majorly fit under the larger framework of
LEZ concept. Some of them are: National Clean Air Programme (NCAP)6 implemented in more than 100 cities
for effective air quality management, with a national level target set at 20-30% reduction of particulate matter
concentration by 2024. Voluntary vehicles-fleet modernisation programme/scrappage policy7 aimed at creating an
eco-system for phasing out of unfit and polluting vehicles,
leading to a 15-20% reduction in emissions due to vehicular pollution. Augmenting of city bus operations and improving public transport under ‘PM-eBus Sewa Scheme’targeting to deploy of 10,000 electric buses and upgrading depot infrastructure in 169 plus cities. Delhi-National
Capital Region (NCR) has implemented a Graded Response Action Plan (GRAP) through the Commission for
Air Quality Management (CAQM) in NCR and adjoining
areas. The plan aims to prevent the deteriorating air quality once it reaches a certain threshold. Additionally, cities such as Mumbai, Bengaluru, Nagpur, and others havealready developed their own Climate Action Plans, andseveral cities are currently preparing their own. However,it may be noted that several of these measures are implemented in silos and lack of an integrated approach has resulted in dearth of significant positive impacts.

a concept like LEZ. For example, the 12th Schedule underthe 74th Amendment Act of 1992 in the Indian Constitution empowers local self-governments to take necessary
actions and utilise its power to maintain roads, safeguard
public health, and protect the environment. In addition tothese provisions, several other enablers, such as the National Urban Transport Policy (NUTP) 2006, propose
setting up a Unified Metropolitan Transport Authority(UMTA) in all million plus cities to facilitate more coordinated planning and implementation of urban transport
programmes and projects. The creation of an Urban Transport Fund (UTF) is encouraged to levy dedicated taxes
exclusively for meeting urban transport needs within theState. Additionally, the Central Motor Vehicles Act, 1988
empowers the enforcement of penalties and restrictions
on various kinds of vehicles in specific areas/roads. Thus, astrong regulatory system is already in place which has thepotential to implement LEZ in Indian cities.
Through this project, UITP India proposes to implement
existing policies and put forward new recommendations
under the framework of LEZ concept to generate positive impact on mitigating air pollution. The factors, chosen
predominantly from international case study learnings andthe existing conditions and policy framework in India, that
may be considered for implementing LEZ in the Indian
context, are outlined below.

Several provisions grant the Central Government, State
government, and City Authorities the power to implement
6
7

https://prana.cpcb.gov.in/#/about
https://morth.nic.in/sites/default/files/VVMP-Investor-Handbook.pdf

11

Figure 20:Factors that may be considered for LEZ implementation in Indian cities (Source: Authors)

It is firmly believe that implementing all measures holistically, including the implementation of LEZ as one of the interventions has proven effective in several cities worldwide, and the the potential to enable the achievement of desired goals andoutcomes in Indian cities as well; thereby, improving air quality, combatting climate change, and enhancing the Quality ofLife of the citizens.
https://blogs.worldbank.org/transport/transport-pollution-some-practical-solutions-developing-countriesii
Heydari, S.; Tainio, M.; Woodcock, J.; de Nazelle, A. Estimating traffic contribution toparticulate matter concentration in urban areas using a multilevel Bayesian meta-regression approach. Environ. Int. 2020, 141, 105800.
iii
https://cms.uitp.org/wp/wp-content/uploads/2022/02/Report-BETTER-URBAN-MOBILITY-PLAYBOOK.pdf
iv
Applications for the Environment: Real-Time Information Synthesis (AERIS) Low
Emissions
Zones: Operational Concept, U.S. Department of Transportation, 2012v
https://data.london.gov.uk/demography/#:~:text=The%202021%20mid%2Dyear%20
estimate,London’s%20population%20at%208.8%20million.
vi
https://www.britannica.com/place/London/Climatevii
https://www.london.gov.uk/sites/default/files/lez_six_month_on_report-final.pdf
iviii
https://www.berlin.de/en/news/8425887-5559700-statistics-berlins-population-continues-.en.html
xhttps://www.macrotrends.net/cities/20985/paris/populationxi
https://www.paris.fr/pages/la-zone-a-faibles-emissions-zfe-pour-lutter-contre-lapollution-de-l-air-16799
xii
https://www.macrotrends.net/cities/22525/barcelona/population
xiii
https://english.seoul.go.kr/seoul-views/meaning-of-seoul/4-population/
xiv
https://english.seoul.go.kr/seoul-to-control-grade-5-vehicles-of-emission-gas-ingreen-transport-zones-from-dec-1/
xv
https://www.koreatimes.co.kr/www/nation/2024/02/113_279677.html
xvi
https://urbanaccessregulations.eu/
xvi
https://www.pcmcindia.gov.in/admin/cms_upload/Department_circular/1771798561520945674.pdf

This is an official Knowledge Brief of UITP, the International Association of Public Transport. UITP has more than 1,900 member companies in 100 countries
throughout the world and represents the interests of key players in this sector. Its membership includes transport authorities, operators, both private and public, in allmodes of collective passenger transport, and the industry. UITP addresses the economic, technical, organisation and management aspects of passenger transport,
as well as the development of policy for mobility and public transport worldwide.
This Knowledge Brief was prepared by UITP India.
The authors wish to thank Sarah Hollands of Brussels Environment Department of Permits and Partnerships, Department of Sustainable Mobility, Brussels; Martin
Lutz, Head of Air Quality Management, Senate Department for Environment, Transport and Climate Protection, Berlin; Chaeyeon Lee, Manager, Transportation Policy Division, Seoul Metropolitan Government; Mobility, Transport and Sustainability Area of the Barcelona Metropolitan Area (AMB); Cecile Honore,
Assistant to the Head of the PEPQA division, Department of Roads and Travel, Paris; Laura Dyett, Strategy and Planning Manager, Transport for London; Lucy
Hayward-Speight, Head of Environment – Strategy and Planning, Transport for London; Amit Bhatt, Managing Director for India, International Council on Clean
Transportation; Palak Passi, Assistant Programme Manager, Electric Mobility Initiative, Shakti Sustainable Energy Foundation; for their critical insights and review
during the preparation of this Knowledge Brief.
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