Abbreviations, explanations - European Commission ...€¦ · Web viewIn December 2013, the European Commission published Communication ‘A Clean Air Programme for Europe’ which

Ministry of the Environment

National Programme for Reduction of Emissions of Certain Atmospheric Pollutants 2020–2030

ANNEX IBACKGROUND, METHODOLOGY AND THE INPUT DATA AND PROJECTIONS USED FOR ASSESSMENT OF SECTORAL IMPACT

Tallinn 2019

Approved by Decree No 1-2/19/276 of the Minister of the Environment of 29 March 2019

Preparation of the programme was funded by:

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Table of contents

Abbreviations, explanations........................................................................................................5

1. Introduction.....................................................................................................................6

2. Energy sector..................................................................................................................82.1. EMISSIONS OF ATMOSPHERIC POLLUTANTS IN THE ENERGY SECTOR IN ESTONIA DURING THE PERIOD 1990–2016...........................................................................................................82.2. POLICY PRIORITIES IN THE ENERGY SECTOR.............................................................28

2.2.1. National development plans..............................................................................282.2.2. Other national studies.......................................................................................372.2.3. Legislation regulating the energy sector...........................................................37

2.3. MEASURES OF THE ATMOSPHERIC POLLUTANT REDUCTION PROGRAMME IN THE ENERGY SECTOR....................................................................................................................422.4. PROJECTION OF ATMOSPHERIC POLLUTANTS 2030....................................................43

2.4.1. Methodology.....................................................................................................432.4.2. Sector-specific underlying indicators...............................................................442.4.3. Projection..........................................................................................................44

3. Transport sector............................................................................................................513.1. EMISSIONS OF ATMOSPHERIC POLLUTANTS IN THE TRANSPORT SECTOR IN ESTONIA IN 1990–2016.............................................................................................................................513.2. POLICY PRIORITIES IN THE TRANSPORT SECTOR........................................................77

3.2.1. National development plans..............................................................................783.2.2. Other national studies.......................................................................................883.2.3. Legislation governing the transport sector........................................................90

3.3. MEASURES OF THE ATMOSPHERIC POLLUTANT REDUCTION PROGRAMME IN THE TRANSPORT SECTOR...............................................................................................................943.4. PROJECTION OF ATMOSPHERIC POLLUTANTS 2030....................................................97

3.4.1. Methodology.....................................................................................................973.4.2. Sector-specific underlying indicators...............................................................983.4.3. Projection........................................................................................................100

4. Industrial processes sector..........................................................................................1054.1. EMISSIONS OF ATMOSPHERIC POLLUTANTS IN THE INDUSTRIAL PROCESSES SECTOR IN ESTONIA IN THE PERIOD 1990–2016...................................................................................1054.2. POLICY PRIORITIES IN THE INDUSTRY SECTOR........................................................122

4.2.1. National development plans............................................................................1224.2.2. Other national studies.....................................................................................1234.2.3. Legislation regulating the industry sector.......................................................123

4.3. MEASURES OF THE ATMOSPHERIC POLLUTANT REDUCTION PROGRAMME IN THE INDUSTRIAL PROCESSES SECTOR.........................................................................................1254.4. PROJECTION OF ATMOSPHERIC POLLUTANTS 2030..................................................126

4.4.1. Methodology...................................................................................................1264.4.2. Sector-specific underlying indicators.............................................................126

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4.4.3. Projection........................................................................................................127

5. Solvents sector............................................................................................................1315.1. EMISSIONS OF ATMOSPHERIC POLLUTANTS IN THE SOLVENTS SECTOR IN ESTONIA DURING THE PERIOD 1990–2016.........................................................................................1315.2. POLICY PRIORITIES IN THE SOLVENTS SECTOR........................................................139

5.2.1. National development plans............................................................................1395.2.2. Other national studies.....................................................................................1395.2.3. Legislation regulating the solvents sector.......................................................140

5.3. MEASURES OF THE ATMOSPHERIC POLLUTANT REDUCTION PROGRAMME IN THE SOLVENTS SECTOR...............................................................................................................1415.4. PROJECTION OF ATMOSPHERIC POLLUTANTS 2030..................................................142

5.4.1. Methodology...................................................................................................1425.4.2. Sector-specific underlying indicators.............................................................1425.4.3. Projection........................................................................................................143

6. Agriculture sector........................................................................................................1476.1. EMISSIONS OF ATMOSPHERIC POLLUTANTS IN THE AGRICULTURE SECTOR IN ESTONIA DURING THE PERIOD 1990–2016.........................................................................................1476.2. POLICY PRIORITIES IN THE AGRICULTURE SECTOR..................................................160

6.2.1. National development plans............................................................................1606.2.2. Other national studies.....................................................................................1656.2.3. Legislation regulating the agricultural sector.................................................166

6.3. MEASURES OF THE ATMOSPHERIC POLLUTANT REDUCTION PROGRAMME IN THE AGRICULTURE SECTOR.........................................................................................................1696.4. PROJECTION OF ATMOSPHERIC POLLUTANTS 2030..................................................171

6.4.1. Methodology...................................................................................................1716.4.2. Sector-specific underlying indicators.............................................................1726.4.3. Projection........................................................................................................180

7. Responsibilities attributed to national, regional and local authorities........................185

References...............................................................................................................................186

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Abbreviations, explanations

BAU business-as-usual scenarioEEA European Environmental AgencyEMEP European Monitoring and Evaluation ProgrammeEU European UnionNDPES 2030 National development plan of the energy sector until 2030ESR Effort Sharing RegulationIPCC Intergovernmental panel on climate changeGHG greenhouse gasGPCP 2050 General principles of climate policy until 2050CLRTAP Convention on Long-range Transboundary Air PollutionNEC Directive Directive (EU) 2016/2284 of the European Parliament and of the Council

on the reduction of national emissions of certain atmospheric pollutants

NFR nomenclature for reporting; code used in the inventory of pollutant emissions, indicating the sector or subsector

BAT best available techniquesTier 1 / Tier 2 / Tier 3 methods conforming to the EMEP/EEA Guidebook 2016IEA Industrial Emissions ActWHO World Health OrganizationRAS reduction action scenario

Atmospheric pollutants

BC black carbonVOC non-methane volatile organic compoundsNH3 ammoniaNOx nitrogen oxidesPM2.5 fine particulate matter, i.e. particles of less than 2.5 µm in diameterSO2 sulphur dioxideTSP particulatesHCB hexachlorobenzenePAH polyaromatic hydrocarbonsPCB polycyclic biphenylsPCDD/PCDF dioxins and furans

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1. INTRODUCTION

In December 2013, the European Commission published Communication ‘A Clean Air Programme for Europe’ which set out strategic objectives for the improvement of air quality and updated air pollution reduction objectives for 2020 and 2030. For the purpose of attaining the objectives established by the communication ‘A Clean Air Programme for Europe’, the European clean air policy package was adopted in 2016, consisting of the following:

Protocol to Abate Acidification, Eutrophication and Ground-level Ozone of the Convention on Long-range Transboundary Air Pollution and the amendments of 2012 thereto (hereinafter ‘Gothenburg Protocol’)1;

Communication ‘A Clean Air Programme for Europe’2; Directive (EU) 2015/2193 of the European Parliament and of the Council on the

limitation of emissions of certain pollutants into the air from medium combustion plants3; Directive (EU) 2016/2284 of the European Parliament and of the Council on the

reduction of national emissions of certain atmospheric pollutants (hereinafter ‘NEC Directive’)4.

The objective of the European clean air policy package is to ensure that the measures planned help decrease the adverse effects of air pollution on human health by 40 % by the year 2030 in comparison with 2005. As well as to reduce the environmental effects of air pollution and improve the air quality level to approach the levels recommended in the guidelines of the World Health Organization (WHO)5. It is further assumed that the measures taken under the clean air policy package result in the following estimated outcome by 2030 in comparison with the current situation2:

prevention of 58 000 premature deaths; protection of 123 000 km² of ecosystems from excessive nitrogen burden; protection and preservation of 56 000 km² of Natura 2000 protected areas; protection of 19 000 km² of forest ecosystems from acidification.

Poor air quality is the biggest cause of premature deaths in the entire European Union (EU) and its impact exceeds that of traffic accidents. In addition to human health, poor air quality also significantly damages the ecosystems5.

1 Gothenburg Protocol [www] http://www.unece.org/env/lrtap/multi_h1.html. (19 March 2019)2 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions. A Clean Air Programme For Europe, COM(2013) 918 final, 18 December 2013 Brussels [www] http://data.consilium.europa.eu/doc/document/ST-18155-2013-INIT/et/pdf. (19 March 2019)3 Directive (EU) 2015/2193 of the European Parliament and of the Council of 25 November 2015 on the limitation of emissions of certain pollutants into the air from medium combustion plants. [www] https://eur-lex.europa.eu/legal-content/ET/TXT/PDF/?uri=CELEX:32015L2193&from=en. (19 March 2019)4 Directive (EU) 2016/2284 of the European Parliament and of the Council of 14 December 2016 on the reduction of national emissions of certain atmospheric pollutants, amending Directive 2003/35/EC and repealing Directive 2001/81/EC. [www] https://eur-lex.europa.eu/legal-content/ET/TXT/PDF/?uri=CELEX:32016L2284&from=EN (19 March 2019)5 WHO, Air Quality Guidelines – Global Update 2005 [www] https://www.who.int/phe/health_topics/outdoorair/outdoorair_aqg/en/. (19 March 2019)

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https://www.who.int/phe/health_topics/outdoorair/outdoorair_aqg/en/

https://eur-lex.europa.eu/legal-content/ET/TXT/PDF/?uri=CELEX:32016L2284&from=EN

https://eur-lex.europa.eu/legal-content/ET/TXT/PDF/?uri=CELEX:32015L2193&from=en


http://data.consilium.europa.eu/doc/document/ST-18155-2013-INIT/et/pdf

http://www.unece.org/env/lrtap/multi_h1.html

Implementation of the clean air policy package helps to improve the air quality for all EU citizens and reduce the health care costs of governments. Moreover, implementation of the package also benefits the industry sector, as air pollution reduction measures should boost innovation and strengthen the competitiveness of the EU in terms of green technology.

The NEC Directive, which is part of the European clean air policy package, establishes commitments for each EU Member State for the years 2020 and 2030 to reduce the emissions of atmospheric pollutants in comparison with the 2005 level (Table 1.1).

Table 1.1. Commitments imposed on Estonia by the NEC Directive for reducing the emissions of certain atmospheric pollutants

Pollu-tant

Reduction objective 2020, %

Reduction objective 2025, %*

Reduction objective 2030, %

NOx 18 24 30VOC 10 19 28SO2 32 50 68NH3 1 1 1PM2.5 15 28 41

*Recommended objective pursuant to the linear reduction plan

The commitments established for 2020 concerning the reduction of emissions of atmospheric pollutants are identical to those internationally agreed upon between EU Member States during the review of the Gothenburg Protocol in 2012. The NEC Directive, which entered into force in 2016, transposes the objectives for 2020 established in the Gothenburg Protocol into EU law and stipulates additional national commitments for 2030 with regard to reducing emissions of atmospheric pollutants. To achieve the planned targets, EU Member States shall prepare, adopt and implement a national programme for reduction of emissions of certain atmospheric pollutants 2020–2030 (hereinafter ‘atmospheric pollutants reduction programme’) in accordance with the requirements of the NEC Directive. The contribution of all sectors, including the agriculture sector in which the reduction of the emissions of atmospheric pollutants has so far been the slowest, is necessary for the efficient implementation of the policy.

This atmospheric pollutants reduction programme includes an overview of the opportunities and potential for reduction of atmospheric pollutant emissions from stationary and mobile emission sources in Estonia and of the measures to be taken to reduce atmospheric pollutant emissions. The programme is based on Estonian as well as EU legislation, national development plans and sector-specific studies. In order to draw up the programme, sectoral working groups for energy, industrial processes, transport, agriculture and solvents were set up and included representatives of relevant stakeholders. The aim of the meetings of working groups was to coordinate the measures proposed for achieving the objectives of the atmospheric pollutants reduction programme and the projections of emissions prepared for 2020 and 2030.

The preparation of the atmospheric pollutants reduction programme was initiated by Decree No 1-2/18/212 of the Minister of the Environment of 28 March 2018. The atmospheric pollutants reduction programme is a development document as defined in subsection 19 (5) of the State Budget Act.

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2. ENERGY SECTOR

2.1.Emissions of atmospheric pollutants in the energy sector in Estonia during the period 1990–2016

The energy sector referred to in international reporting covers stationary fuel combustion (NFR 1A1, 1A2, 1A4), mobile emission sources (NFR 1A3) and the distribution and mining of fuel (1B), being the primary emission source for all pollutant emissions (excluding ammonia). Mobile emission sources have been excluded from the analysis below as this sector is addressed separately in the chapter on the transport sector. Therefore, this chapter on the energy sector includes the following emission sources:

● energy industry;

● generation of electricity and heat;

● fuel conversion industry;

● combustion in the manufacturing industry and construction;

● non-industrial combustion;

● combustion in commercial and public service sectors;

● combustion in households;

● combustion in agriculture and forestry;

● mining and distribution of fuels (diffuse emissions)

The calculation and concentration of emissions from the energy sector under the inventory of pollutant emissions uses data on stationary and diffuse emission sources. Data concerning pollutant emissions from stationary emission sources originate from annual reports on activities related to ambient air pollution, which are submitted by possessors of the emission sources (companies) that hold an air pollution permit or integrated environmental permit. Emissions from diffuse sources are calculated on the basis of specific emissions and the fuel quantity set out in the energy balance sheet of Statistics Estonia (excluding the quantity of fuels used by stationary emission sources).

Calculations concerning emissions in the energy sector are based on:

8

● national methodologies established by a regulation of the Minister of the Environment6;

● results from emission measurements pursuant to the terms of the environmental permit

and the KOTKAS information system for environmental permits;

● results of studies, e.g. calculation of emissions from the households sector7;

● company methodologies approved by the Environmental Board (previously by the

Ministry of the Environment);

● methodologies and specific emissions included in the EMEP/EEA Guidebook 2016.

In 2016, 99.6 % of total SO2 emissions, 49.6 % of NOx emissions, 83.4 % of PM2.5 emissions, 29 % of VOC emissions and 9 % of NH3 emissions in Estonia originated from the energy sector. Emissions generated in 1990–2016 and the percentage change of this period have been set out in Horizontal axis: LOÜ = VOC and Table 2.2. Emissions and changes in emissions of fine particulates have been calculated for the period 2000–2016 in accordance with the conditions of the NEC Directive and the guidelines for reporting of the CLRTAP.

19901991

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NOx LOÜ SOx NH3 PM2,5

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Horizontal axis: LOÜ = VOC

Figure 2.1. Pollutant emissions in the energy sector in 1990–2016, kt

Emissions in the energy sector depend on fuel combustion, energy generation and electricity exports. Table 2.3 sets out the primary energy resources and the output of heat and electricity used in the 2018 inventory of atmospheric pollutants and the export of electricity in 1990–2016.

6 Regulation No 59 ‘Methods for measurement and calculation of pollutant emissions into ambient air from combustion plants’ of the Minister of the Environment. RT I, 29 November2016, 6. [www] https://www.riigiteataja.ee/akt/129112016006 (9 August 2018)7 Fulfilment of the requirements of the Protocol to the Geneva Convention on Long-Range Transboundary Air Pollution on Persistent Organic Pollutants [www] https://www.envir.ee/sites/default/files/genfi_aruanne_final.pdf (9 August 2018)

9

https://www.envir.ee/sites/default/files/genfi_aruanne_final.pdf

https://www.riigiteataja.ee/akt/129112016006

The role of local fuels is essential and constitutes over 85 % of energy resources, which is dominated by oil shale with approximately 69 % (Table 2.4). Electricity is mainly produced from oil shale. During the period 1990–2016, consumption of oil shale has decreased from 231 PJ in 1990 to 167.3 PJ in 2016. At the same time, electricity output has decreased by 29 % and the export of electricity by approximately 34 %, thus certainly constituting one of the reasons behind the reduction of pollutant emissions. The proportion of renewable energy resources is 15.3 % and that of other fuels (including imported fuels) is significantly lower.

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Key: [dark blue bars] primary energy supply; [black line] heat generation; [orange line] gross electricity generation; [light blue line] export of electricity

Figure 2.2. Primary energy supply, energy generation and export of electricity during the period 1990–20168

8 2018 inventory of atmospheric pollutants, Environment Agency ─ Estonian Informative Inventory Report 1990–2016, Environment Agency, Tallinn 2018. [www] https://keskkonnaagentuur.ee/sites/default/files/estonia_iir_2018.pdf (27 February 2019)

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https://keskkonnaagentuur.ee/sites/default/files/estonia_iir_2018.pdf

Põlevkivi68.7%

Biomass (koos biogaasiga)

15.3%

turvas0.5%

Kivisüsi0.2%

Maagaas7.5%

Vedelad kütused5.9%

Muu küütus (sh jäätmed)1.9%

Key: coal 0.2%; peat 0.5%; natural gas 7.5%; liquid fuels 5.9%; other fuel (including waste) 1.9%; oil shale 68.7%; biomass (together with biogas) 15.3%

Figure 2.3. Structure of primary energy supply in 2016, %

Large combustion plants (hereinafter ‘LCP’9) are the primary sources of SO2 and NOx emissions in the energy sector, constituting 63 % sulphur dioxide emissions and 42 % nitrogen oxide emissions respectively. A large part of these pollutant emissions originate from oil shale electricity plants. The proportion of medium-power combustion plants (hereinafter ‘MCP’10) in the energy sector is lower, constituting 15 % of SO2 and 9 % of NOx emissions respectively. Only 11 % of fine particulates released into ambient air originate from LCPs and 15 % from MCPs. The remaining 74 % of PM2.5 emissions originate from low-power combustion plants and household furnaces, the large role of which, particularly in fine particulate emissions, stems from the use of solid fuel (mainly biomass) and operating without abatement equipment.

The share of ammonia emissions in the energy sector is low and such emissions are primarily released during the burning of biomass and open pit mining of oil shale (blasting work).

Table 2.2. Pollutant emissions in the energy sector (excluding transport), kt

Year NOx VOC SO2 NH3 PM2.511

1990 36.062 9.285 265.480 0.408 ─1991 32.966 9.019 243.465 0.395 ─1992 24.112 6.363 187.039 0.375 ─1993 19.379 5.576 151.244 0.359 ─1994 22.446 7.080 145.958 0.583 ─

9 At the capacity of >=50 MWth, a total of 16 companies in Estonia. Regulated by the Industrial Emissions Act.10 Limit values of emissions of pollutants released from combustion plants outside the scope of application of the Industrial Emissions Act, requirements for monitoring pollutant emissions, and criteria for adherence to the limit values of emissions. RT I, 10 November 2017, 18. [www] https://www.riigiteataja.ee/akt/110112017018 (22 October 2018)11 PM2.5 emissions were not reported in the period 1990–1999

11


1995 26.435 10.719 112.073 0.989 ─1996 29.138 12.570 120.821 1.121 ─1997 27.732 13.260 112.031 1.142 ─1998 24.080 10.882 100.158 0.959 ─1999 22.818 10.923 94.246 0.897 ─2000 23.690 11.698 93.898 0.881 13.6472001 24.279 12.519 89.711 0.898 14.7132002 23.438 12.330 85.753 0.862 14.7062003 25.837 11.987 99.444 0.911 12.4832004 23.756 13.031 87.384 0.922 13.4352005 20.692 11.345 75.716 0.902 12.2642006 18.952 9.697 69.445 0.754 7.8002007 23.549 8.603 87.701 0.865 10.7752008 21.921 8.665 69.196 0.922 10.0232009 19.360 8.239 54.705 0.848 8.2002010 24.358 8.657 83.118 0.914 12.5162011 23.723 8.066 72.614 0.849 16.9412012 20.400 7.659 40.476 0.885 6.9492013 18.843 7.552 36.421 0.900 9.4662014 17.984 7.045 40.758 0.923 6.6312015 14.533 6.725 31.698 1.115 7.9122016 15.509 6.507 29.732 1.070 6.243

1990–2016, % -57.0 -29.9 -88.8 162.3 ─2005–2016, % -25.0 -42.6 -60.7 18.6 -49.1

In 2016, emissions of NOx from the energy sector are 57 % less, emissions of VOC 29.9 % less and emissions of SO2 88.8 % less than in 1990, and emissions of PM2.5 are 49.1 % less than in 2005. Over the same period, ammonia emissions from the sector have increased by 0.662 kt as a result of an increase in burnt wood and wood residue, yet this still constitutes only a marginal share of cross-sectoral NH3 emissions.

The main reasons for reduced emissions are:

● the restructuring of the economy at the beginning of the 1990s;

● a decline in electricity exports;

● the increased use of local fuels (including wood, shale oil) and natural gas;

● the improved quality of liquid fuel (lower sulphur content);

● the putting into service of boilers equipped with the new fluidised bed technology and the introduction of new SO2 and NOx abatement equipment;

● increased utilisation of the potential of cogeneration of electricity and heat;

● a reduction in the use of heavy fuel oil by approximately 99.9 % in comparison with 1990;

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● an increase in the share of renewable energy;

● the fulfilment of legislative obligations.

The share of pollutant emissions represented by the subsectors of the energy sector in 2016 has been set out in Table 2.3.Table 2.3. Share of pollutant emissions represented by the subsectors of the energy sector in 2016

NFR Name of sector Pollutant, %NOx VOC SO2 NH3 PM2.5

1A1a Generation of electricity and heat 53.7 7.5 76.7 17.4 31.71A1c Fuel conversion industry 1.8 10.2 4.4 19.8 0.1

1A2 Manufacturing industry and construction 9.6 9.6 17.1 14.9 23.4

1A4ai Commercial and public sector 1.9 1.3 0.3 2.9 61A4bi Households 32.3 52.4 0.9 31.2 36.51A4ci Agriculture/forestry/fisheries 0.7 0.4 0.5 0.5 2.1

1B Mining and distribution of fuels 0.1 18.7 0.1 13.3 0.2

Table 2.3 shows that the electricity and heat generation sector is the largest emitter of SO2 and NOx. Combustion in the manufacturing industry is also one of the main emission sources of SO2

and PM2.5. Households contribute most to the emissions of VOC, PM2.5 and NH3. The contribution of other sectors is less significant.

Energy industry

The energy industry includes pollutant emissions from the combustion of fuel during the generation of electricity and heat and from the conversion of fuel, mostly for the production of shale oil (Table 2.4).

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Table 2.4. Energy sector by subsectors

NFR Name of sector Emission sources Methodology, pollutants

1A1a Generation of electricity and heat

Stationary (heat and electricity plants, cogeneration plants, boiler plants) and diffuse emission sources

Tier 2/ Tier 3;NOx, VOC, SO2,

NH3, PM2.5

1A1c Fuel conversion industry

Stationary emission sources: companies engaged in shale oil production, boiler plants in the sector (including extraction of oil shale)

Tier 3;NOx, VOC, SO2,

NH3, PM2.5

In 2016, the energy generation sector comprised 81.1 % of total SO2 emissions in the energy sector, 55.5 % of NOx emissions, 17.7 % of VOC emissions, 37.2 % of NH3 emissions and 31.8 % of PM2.5 emissions. The biggest polluters of ambient air in the electricity and heat generation sector (1A1a) are oil shale electricity plants. Emissions from the fuel conversion industry (1A1c), which only include processes concerning the reprocessing and combustion of fuel, mostly originate from three companies engaged in shale oil production and from boiler plants in the oil shale and peat mining sector.

NOx, VOC, SO2 and PM2.5 emissions from the energy sector and the percentage reduction of emissions in 1990–2016 have been set out in Table 2.5 and Key: [orange line] VOCs, as well as by subsectors in Table 2.6 and Table 2.7. The primary reason for reduced emissions is the decline in electricity output and implementation of new technologies in oil shale electricity plants and companies engaged in shale oil production. The growth in ammonia emissions is a result of the increased quantity of burnt wood and wood residue.

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Figure 2.4. NOx, VOC, SO2 and PM2.5 emissions in the energy industry in 1990–2016, kt

Key: [dark blue] solid fuels; [light orange] gaseous fuels; [purple] liquid fuels; [light blue]biomass; [dark orange] other fuels sets out the use of fuel in the energy industry.

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Figure 2.5. Use of fuel in the energy industry in 1990–2016

15

Table 2.5. Pollutant emissions in the energy industry in 1990–2016, kt


1990 25.690 1.763 220.880 0.081 ─1991 22.960 1.796 199.700 0.086 ─1992 17.150 1.835 162.270 0.082 ─1993 12.450 1.254 126.200 0.064 ─1994 14.270 1.364 123.900 0.126 ─1995 14.080 1.574 90.270 0.171 ─1996 15.470 1.733 100.240 0.179 ─1997 14.260 1.625 94.290 0.195 ─1998 13.880 1.620 89.010 0.241 ─1999 13.490 1.382 85.180 0.220 ─2000 12.780 1.065 81.110 0.177 7.6672001 13.370 1.066 75.090 0.148 7.3272002 13.280 1.125 71.060 0.134 6.7162003 15.680 1.166 86.290 0.140 4.2942004 14.180 1.566 73.920 0.159 5.1262005 12.400 1.726 62.090 0.180 4.4862006 10.890 1.271 62.340 0.128 2.7672007 14.100 1.022 82.360 0.130 5.7072008 12.298 1.061 62.286 0.124 3.3982009 10.637 1.125 49.138 0.133 3.2012010 15.283 1.132 78.214 0.143 6.8512011 15.111 1.096 67.393 0.115 11.9402012 12.210 1.208 34.663 0.119 2.8602013 10.648 1.398 31.131 0.156 4.7872014 10.453 1.314 35.491 0.213 2.8932015 7.831 1.229 26.270 0.348 2.5792016 8.604 1.150 24.112 0.398 1.983

1990–2016, % -66.5 -34.8 -89.1 394.4 ─2005–2016, % -30.6 -33.4 -61.2 121.1 -55.8

Table 2.6. Pollutant emissions in the electricity and heat generation subsector in 1990–2016, kt


1990 25.690 0.900 220.400 0.081 ─1991 22.960 0.990 199.460 0.086 ─1992 17.150 1.030 161.530 0.082 ─1993 12.350 0.560 124.640 0.064 ─1994 14.170 0.790 122.730 0.126 ─1995 13.980 0.980 89.670 0.171 ─1996 15.350 1.020 99.570 0.179 ─1997 14.130 0.950 93.570 0.195 ─

12 PM2.5 emissions were not reported in the period 1990–199913 PM2.5 emissions were not reported in the period 1990–1999

16

1998 13.760 1.050 88.380 0.241 ─1999 13.370 0.930 84.600 0.220 ─2000 12.390 0.630 79.110 0.176 7.3072001 12.970 0.520 72.930 0.145 7.0472002 12.870 0.430 68.710 0.131 6.4062003 15.320 0.380 84.260 0.138 4.0512004 13.930 0.780 72.520 0.143 4.9662005 12.090 0.860 60.650 0.158 4.1962006 10.560 0.700 61.190 0.107 2.5372007 13.710 0.460 81.680 0.115 5.4062008 11.942 0.449 61.686 0.121 3.1982009 10.314 0.422 48.527 0.126 2.8962010 14.734 0.395 77.318 0.134 6.3152011 14.745 0.405 66.246 0.112 11.7202012 11.960 0.424 33.507 0.119 2.6422013 10.378 0.600 30.114 0.156 4.6392014 10.167 0.491 34.337 0.174 2.7042015 7.577 0.481 24.861 0.142 2.4622016 8.332 0.485 22.807 0.186 1.979

1990–2016, % -67.6 -46.1 -89.7 129.6 ─2005–2016, % -31.1 -43.6 -62.4 17.7 -52.8

Table 2.7. Pollutant emissions in the fuel conversion industry subsector in 1990–2016, kt


15

1990 0.000 0.863 0.480 ─ ─1991 0.000 0.806 0.240 ─ ─1992 0.000 0.805 0.740 ─ ─1993 0.100 0.694 1.560 ─ ─1994 0.100 0.574 1.170 ─ ─1995 0.100 0.594 0.600 ─ ─1996 0.120 0.713 0.670 ─ ─1997 0.130 0.675 0.720 ─ ─1998 0.120 0.570 0.630 ─ ─1999 0.120 0.452 0.580 ─ ─2000 0.390 0.435 2.000 0.001 0.3602001 0.400 0.546 2.160 0.003 0.2802002 0.410 0.695 2.350 0.003 0.3102003 0.360 0.786 2.030 0.002 0.2432004 0.250 0.786 1.400 0.016 0.1602005 0.310 0.866 1.440 0.022 0.2902006 0.330 0.571 1.150 0.020 0.2302007 0.390 0.562 0.680 0.016 0.300

14 NH3 emissions were not reported in the period 1990–199915 PM2.5 emissions were not reported in the period 1990–1999

17

2008 0.356 0.612 0.600 0.003 0.2002009 0.323 0.703 0.611 0.007 0.3052010 0.548 0.737 0.896 0.009 0.5362011 0.366 0.692 1.147 0.003 0.2202012 0.250 0.784 1.156 0.001 0.2182013 0.270 0.798 1.017 0.000 0.1482014 0.286 0.823 1.154 0.039 0.1892015 0.254 0.748 1.409 0.206 0.1172016 0.272 0.665 1.305 0.212 0.004

1990–2016, % ─ -22.9 171.9 ─ ─2005–2016, % -12.3 -23.2 -9.4 863.6 -98.6

Combustion in the manufacturing industry and construction

Combustion in the manufacturing industry is another significant SO2 emitter and one of the biggest emitters of fine particulate matter in the energy sector (Table 2.3).

The description of the subsectors of the manufacturing industry is set out in Table 2.8.

Subsectors 1A2a–1A2f of the NFR only cover emissions from stationary emission sources, which have been submitted by companies and released from the technological furnaces in the metal industry (castings of iron and heating furnaces); during secondary lead, aluminium and zinc production; during the production of cement, glass, lime, bricks and asphalt; from other technological equipment and from boiler plants used in the industry sector. 1A2gviii of the NFR includes pollutant emissions from stationary and diffuse emissions sources released during activities not included in sectors 1A2a–1A2f of NFR. Companies calculate emissions on the basis of specific emissions of the relevant area established by Regulation No 596 of the Minister of the Environment, measurement results or their own methodologies which have been previously agreed with the Environmental Board. Calculations concerning emissions from diffuse sources are based on data from the energy balance sheet of Statistics Estonia (excluding fuel quantity of stationary emission sources) and national specific emissions or those established by the methodology set out in the EMEP/EEA Guidebook 2016.

Table 2.8. Combustion in the manufacturing industry and construction by subsectors


1A2aStationary combustion

in the iron and steel production industry

Stationary emission sources: processes involving direct contact in technological furnaces (iron and steel heating furnaces, castings of iron) and boiler plants in the relevant sector


NH3, PM2.5

1A2b Stationary combustion in the industry of other (non-ferrous) metals

Stationary emission sources: processes involving direct contact in technological


NH3, PM2.5

18

furnaces and boiler plants in the relevant sector

1A2cStationary combustion

in the chemistry industry

Stationary emission sources: boiler plants and other combustion plants in the relevant sector


NH3, PM2.5

1A2dStationary combustion in the cellulose, paper and printing industry



NH3, PM2.5

1A2eStationary combustion

in the food industry and tobacco industry



NH3, PM2.5

1A2fStationary combustion

in the non-metallic minerals industry

Stationary emission sources: combustion processes in the production of cement, lime, glass, brick, asphalt; boiler plants in the relevant sector


NH3, PM2.5

1A2gviii Stationary combustion in the industry

Stationary and diffuse emission sources:combustion processes in other industries


NH3, PM2.5

The proportion of emissions from the subsectors of the manufacturing industry in 2016 has been set out in Figure 2.6.

Figure 2.6 reveals that the share of metal, chemistry and food industries is small as the majority of pollutants are released during processes in other industries, mainly from industrial boiler plants. The mineral industry comprises approximately 42 % of total nitrogen oxide emissions, whereas the cellulose and paper industry constitutes 13.5 % of total emissions of fine particulate matter.

NOx

LOÜ

SO2

NH3

PM2,5

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

Raud ja teras Värvilised metallid Keemia tööstusTselluloos, paber ja trükitööstus Toiduainetetööstus, joogid ja tubakas Mittemetalsed mineraalidMuu tööstus

19

Vertical axis: LOÜ = VOC

Key:

Iron and steel Non-ferrous metals

Chemical industry Cellulose, paper and printing industry

Food industry, drinks and tobacco Non-metallic minerals

Other industry

Figure 2.6. Proportion of emissions from the subsectors of the manufacturing industry in 2016, %

Pollutant emissions in the manufacturing industry and the change thereof in 1990–2016 has been set out in Table 2.9 and Key: LOÜ = VOC. In comparison with 1990, the emissions of SO2 and NOx have decreased significantly, 86.8 % and 73.6 % respectively. The reason behind the decrease in emissions lies in the restructuring of the industry in the beginning of the 1990s, reduced share of heavy fuel oil (99.9 %) and the use of liquid fuels with low sulphur content instead, increased use of natural gas and implementation of the best available techniques.

Table 2.9. Pollutant emissions in the manufacturing industry and construction subsector in 1990–2016, kt


1990 5.600 0.620 38.510 0.010 ─1991 5.450 0.610 37.490 0.010 ─1992 3.100 0.280 21.490 0.009 ─1993 3.060 0.250 22.410 0.012 ─1994 2.560 0.290 20.120 0.019 ─1995 2.340 0.230 19.510 0.006 ─1996 2.250 0.470 17.620 0.025 ─1997 1.940 0.330 15.100 0.019 ─1998 1.320 0.390 8.730 0.018 ─1999 0.980 0.390 6.650 0.020 ─2000 2.470 0.130 10.100 0.055 1.6622001 2.580 0.420 11.650 0.123 2.7162002 2.170 0.930 11.860 0.140 3.3922003 2.390 0.953 11.460 0.192 4.0802004 2.200 0.960 11.880 0.208 4.3722005 2.140 0.930 12.170 0.226 4.3122006 2.130 0.720 6.020 0.133 1.5912007 2.060 0.620 4.390 0.102 1.4322008 2.330 0.943 6.029 0.174 3.2132009 1.337 0.435 4.840 0.096 1.5872010 1.621 0.659 4.136 0.133 2.1402011 2.397 0.576 4.445 0.138 1.9952012 1.871 0.437 5.097 0.129 1.226

16 PM2.5 emissions were not reported in the period 1990–1999

20


2013 2.357 0.769 4.569 0.154 1.7872014 1.973 0.700 4.608 0.132 1.1342015 1.405 0.856 4.915 0.209 2.7232016 1.481 0.623 5.088 0.160 1.461

1990–2016, % -73.6 0.5 -86.8 1 500.0 ─2005–2016, % -30.8 -33.0 -58.2 -29.2 -66.1

1990

1991

1992

1993

1994

1995

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007

2008

2009

2010

2011

2012

2013

2014

2015

2016

0

5

10

15

20

25

30

35

40

45

SO2 NOx LOÜ NH3 PM2,5

emis

sion

s, k

t

Key: LOÜ = VOC

Figure 2.7. Pollutant emissions in the manufacturing industry in 1990–2016, kt

Non-industrial combustion

Non-industrial combustion is the primary source of NOx, VOC and NH3 emissions in the energy sector, constituting 34.9 %, 54.1 % and 34.6 % of total emissions respectively (Table 2.2). A significant share of emissions originate from household heating, especially if biomass is used (Key: [blue] combustion in commercial and public service sectors; [orange] combustion inhouseholds; [light green] combustion in agriculture and forestry).

Non-industrial combustion includes mainly small or medium boiler plants and other combustion plants used in the commercial and public service subsector, agriculture and households. Emissions from the commercial and public service subsector and the agriculture subsector originate from stationary and diffuse emission sources.

Companies calculate emissions on the basis of specific emissions established by Regulation No 596 of the Minister of the Environment, measurement results or their own methodologies which have been previously agreed with the Environmental Board. The calculations concerning emissions from diffuse sources are based on the data from the energy balance sheet of Statistics

21

Estonia (excluding fuel quantity of stationary emission sources) and national specific emissions or those established by the methodology set out in the EMEP/EEA Guidebook 201652.

The households sector includes emissions from the following diffuse emission sources: regular furnaces, fireplaces, ovens and boilers. The calculations concerning the emissions generated as a result of the burning of biomass (wood and wood residue) from this sector are based on the specific emissions of pollutants specified under a study ordered by the Ministry of the Environment17 and the fuel quantity used in households as stated in the energy balance sheet of Statistics Estonia. Specific emissions have been divided by combustion equipment and technologies (old and new), which allows for more accurate calculation of pollutant emissions. Pollutant emissions released during the combustion of other fuels have been calculated in accordance with the specific emissions set out in the EMEP/EEA Guidebook 2016.

The description of the subsectors of the non-industrial sector is set out in Table 2.10.

Table 2.10. Non-industrial combustion by subsectors


1A4ai Combustion in commercial and public service sectors

Stationary (boiler plants and other combustion plants in the relevant sector) and diffuse emission sources


NH3, PM2.5

1A4bi Combustion in households

Diffuse emission sources: heating equipment in households, such as furnaces, fireplaces, boilers, etc.


NH3, PM2.5

1A4ci Combustion in agriculture, forestry and fisheries sectors

Stationary (boiler plants and other combustion plants in the relevant sector) and diffuse emission sources


NH3, PM2.5

17 ‘Fulfilment of the requirements of the Protocol to the Geneva Convention on Long-Range Transboundary Air Pollution on Persistent Organic Pollutants’. [www] https://www.envir.ee/sites/default/files/genfi_aruanne_final.pdf (9 August 2018)

22

https://www.envir.ee/sites/default/files/genfi_aruanne_final.pdf

NOx

LOÜ

SO2

NH3

PM2,5

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

Põletamine äri- ja avaliku teeninduse sektoris Põletamine kodumajapidamisel

Põletamine põllu- ja metsamajandusel

Key: [blue] combustion in commercial and public service sectors; [orange] combustion in households; [light green] combustion in agriculture and forestry

Figure 2.8. Proportion of emissions from non-industrial combustion subsectors in 2016, %

Emissions in the subsector and the percentage change thereof in 1990–2016 has been set out in Table 2.11 and Key: LOÜ = VOC.

SOx emissions have decreased significantly (approximately 92 %) during that time due to the declining use of coal and liquid fuel. However, the reduction in VOC and PM2.5 emissions by 20.5 % and 19.4 % respectively (in comparison with 2005) has been achieved primarily thanks to the adoption of new purification equipment. The increased emissions of NH3 are a result of the growing use of biomass. The increase in NOx emissions is a result of boilers that utilise new technology, which generate more NOx emissions than old boilers. The increase in emissions during the period 1994–1998 is related to the growing use of wood in households.

Table 2.11. Pollutant emissions in the non-industrial subsector in 1990–2016, kt

Year NOx VOC SOx NH3 PM2.518

1990 4.772 4.428 6.090 0.318 ─1991 4.556 4.374 6.275 0.299 ─1992 3.862 2.973 3.279 0.284 ─1993 3.869 2.797 2.634 0.284 ─1994 5.616 3.843 1.938 0.438 ─1995 10.015 7.282 2.293 0.811 ─1996 11.418 8.456 2.961 0.917 ─1997 11.532 8.584 2.641 0.928 ─1998 8.880 6.492 2.418 0.700 ─1999 8.348 6.411 2.416 0.657 ─2000 8.430 6.178 2.688 0.649 4.3092001 8.319 5.836 2.971 0.627 4.6492002 7.978 5.627 2.833 0.589 4.5872003 7.757 5.464 1.694 0.579 4.099


23


2004 7.376 5.321 1.584 0.545 3.9262005 6.142 4.405 1.456 0.446 3.4552006 5.922 4.190 1.085 0.433 3.4322007 7.379 5.040 0.941 0.542 3.6262008 7.276 5.068 0.869 0.522 3.3982009 7.351 4.995 0.702 0.529 3.3802010 7.420 5.048 0.750 0.523 3.4912011 6.183 4.215 0.700 0.420 2.9642012 6.301 4.189 0.679 0.425 2.8122013 5.814 3.913 0.670 0.398 2.8702014 5.532 3.666 0.622 0.387 2.5852015 5.273 3.454 0.481 0.362 2.5922016 5.404 3.519 0.507 0.370 2.785

1990–2016, % 13.2 -20.5 -91.7 16.4 ─2005–2016, % -12.0 -20.1 -65.2 -17.0 -19.4

19901991

19921993

19941995

19961997

19981999

20002001

20022003

20042005

20062007

20082009

20102011

20122013

20142015

20160.0

2.0

4.0

6.0

8.0

10.0

12.0


emiss

ions

, kt

Key: LOÜ = VOC

Figure 2.9. Pollutant emissions in the non-industrial combustion sector in the period 1990–2016, %

Mining and distribution of fuels

The share of fuel distribution and mining in the emissions released from the energy sector is insignificant: the proportion of VOCs is 18.7 % and that of ammonia is 13.3 % (Table 2.3).

24

Emissions of other pollutants are marginal, thus they have not been analysed in detail.

The sector includes emissions from diffuse emission sources generated during open pit mining of oil shale (blasting work), storage in the oil shale industry, distribution of liquid and gaseous fuels and post-combustion systems for gases.

For the calculation of emissions, companies use the specific emissions19 established by a regulation of the Minister of the Environment, measurement results or their own methodologies which have been agreed with the Environmental Board. The calculations concerning emissions from diffuse sources are based on the data from the energy balance sheet of Statistics Estonia (excluding fuel quantity of stationary emission sources) and the specific emissions of the methodology set out in the EMEP/EEA Guidebook 2016.

The description of the fuel mining and distribution subsectors is set out in Table 2.12.

Table 2.12. Mining and distribution of fuels by subsectors

NFR Name of category Emission sources Methodology, pollutants

1B1b Volatile emissions from fuel conversion

Stationary emission sources: coke ovens (leakage)


NH3, PM2.5

1B1c Other volatile emissions from fuel mining

Stationary emission sources: companies engaged in oil shale mining, primarily blasting (blasting work)


NH3, PM2.5

1B2aiv Storage and handling in the oil industry

Stationary emission sources:mainly storage during production of shale oil

Tier 3;VOC

1B2av Distribution of oil products

Stationary (petrol stations, terminals) and diffuse emission sources (petrol stations)

Tier 2/ Tier 3;VOC

1B2b

Volatile emissions during the production, processing,

distribution and other handling of natural gas

Diffuse emission sources: distribution of natural gas

Tier 1;VOC

1B2c Ignition during oil and gas extraction

Stationary emission sources: collection and post-combustion of gases


NH3, PM2.5

19 Regulation No 61 ‘Calculation methods for the determination of emissions of volatile organic compounds released into ambient air upon loading petroleum products’ of the Minister of the Environment. RT I, 6 December 2016, 14. [www] https://www.riigiteataja.ee/akt/106122016014 (9 August 2018)

25


In 2016, the distribution of oil products (petroleum stations and terminals) served as the biggest emission source of VOCs at 86.1 %, of which emissions from oil terminals constituted 61.4 % and emissions from petrol stations 38.6 %. The share of other sources was less significant (Key:fugitive emission value from the production, processing, distribution, etc. of natural gas – 1.2%;ignition during fuel and gas extraction - 0.2%; storage and handling in the petroleum industry –12.5%; distribution of oil products – 86.1%).

Ladustamine ja käitlus naf -tatööstuses

12.5%

Õlitoodete jaotus86.1%

Lenduv heitkogus maagaasi tootmisel, töötlemisel, jaotamisel jne)

1.2%Süttimine nafta ja gaasi ammutamisel

0.2%

Key: fugitive emission value from the production, processing, distribution, etc. of natural gas – 1.2%; ignition during fuel and gas extraction - 0.2%; storage and handling in the petroleum industry – 12.5%; distribution of oil products – 86.1%

Figure 2.10. Proportion of VOC emissions in fuel mining and distribution subsectors in 2016, %

Emissions in the sector and the percentage change thereof in 1990–2016 has been set out in Table 2.13 and Key: LOÜ = VOC. The 51 % reduction in VOC emissions is a result of the restructuring of the economy in the beginning of the 1990s and the requirement to implement measures concerning the collection and recovery of petrol vapour, established in Regulation No 85 ‘Requirements for transport of petrol and storage thereof in terminals and service stations for the purposes of limitation of the emissions of volatile organic compounds’20 (adopted on 27 December 2016) of the Minister of the Environment. The reduced transit of petroleum products also contributed to the reduction of emissions from terminals. The increase in VOC emissions in 2000 is on the one hand caused by the increase in emissions from terminals and on the other hand a result of the increased number of reports submitted by terminals in comparison with the period from 1990 to 1999.

20 Regulation No 85 ‘Requirements for transport of petrol and storage thereof in terminals and service stations for the purposes of limitation of the emissions of volatile organic compounds’ of the Minister of the Environment. RT I, 29 December 2016, 55. [www] https://www.riigiteataja.ee/akt/129122016055 (9 August 2018)

26


Table 2.13. Pollutant emissions in fuel mining and distribution sector in 1990–2016, kt

Year NOx21 VOC SOx

22 NH323 PM2.5

24

1990 ─ 2.474 ─ ─ ─1991 ─ 2.239 ─ ─ ─1992 ─ 1.275 ─ ─ ─1993 ─ 1.275 ─ ─ ─1994 ─ 1.583 ─ ─ ─1995 ─ 1.632 ─ ─ ─1996 ─ 1.911 ─ ─ ─1997 ─ 2.721 ─ ─ ─1998 ─ 2.380 ─ ─ ─1999 ─ 2.740 ─ ─ ─2000 0.010 4.326 ─ ─ 0.0102001 0.010 5.197 ─ ─ 0.0212002 0.010 4.649 ─ ─ 0.0102003 0.010 4.404 ─ ─ 0.0102004 0.000 5.184 ─ 0.010 0.0102005 0.010 4.284 ─ 0.050 0.0102006 0.010 3.516 ─ 0.060 0.0102007 0.010 1.922 0.010 0.090 0.0102008 0.017 1.593 0.013 0.102 0.0142009 0.036 1.684 0.026 0.089 0.0312010 0.035 1.818 0.018 0.115 0.0342011 0.032 2.179 0.076 0.175 0.0422012 0.019 1.824 0.038 0.212 0.0512013 0.024 1.471 0.051 0.192 0.0212014 0.025 1.366 0.038 0.191 0.0202015 0.024 1.186 0.032 0.196 0.0182016 0.020 1.215 0.024 0.142 0.014

1990–2016, % ─ -50.9 ─ ─ ─2005–2016, % +100.0 -71.6 ─ +184.0 +40.0

21 NOx emissions were not reported in the period 1990–199922 SOx emissions were not reported in the period 1990–200623 NH3 emissions were not reported in the period 1990–200324 PM2.5 emissions were not reported in the period 1990–1999

27

19901991

19921993

19941995

19961997

19981999

20002001

20022003

20042005

20062007

20082009

20102011

20122013

20142015

20160

1

2

3

4

5

6


Emiss

ions

, kt

Key: LOÜ = VOC

Figure 2.11. Pollutant emissions in fuel mining and distribution sector in 1990–2016, kt

2.2.Policy priorities in the energy sector

The energy sector (stationary fuel combustion without mobile emission sources) is the primary source of atmospheric emissions in Estonia. In 2016, stationary fuel combustion constituted 99.6 % of total SO2 emissions, 49.6 % of NOx emissions, 83.4 % of PM2.5 emissions, 29 % of VOC emissions and 9 % of NH3 emissions in Estonia. Therefore, the energy sector is extremely significant in terms of achieving long-term national and international target levels concerning environmental conservation and energy saving. The following subchapters set out the policy priorities of the energy sector, i.e. the most important development plans and legislation that affect the sector.

2.2.1. National development plans

The primary national strategic documents that direct the development of the energy sector and implementation of various targeted measures are the national development plan of the energy sector until 2030 (hereinafter ‘NDPES 2030’), national development plan for the use of oil shale 2016–2030 (hereinafter ‘oil shale development plan’) and the general principles of climate policy until 2050 (hereinafter ‘GPCP 2050’).

NDPES 2030 sets out a vision up to the year 2050, observing the impact of the choices made in terms of energy management on the environmental status, human health and general economic

28

competitiveness. The objective of the oil shale development plan is to ensure that oil shale is mined and used in the most eco-friendly and economically efficient manner possible. The development document GPCP 2050 contains long-term policy guidelines in the energy and industry, transport, agriculture, waste management and forestry sectors. Emissions were assessed on the basis of the scenarios developed under the NDPES 2030 on electricity and heat generation as well as fuel consumption.

As the development plans are closely linked, the targets therein and the measures and actions described with regard to achievement thereof overlap as well.

National development plan for the use of oil shale 2016–2030

The general objective of the oil shale sector is the implementation of state interest consisting of the efficient and economical use of oil shale as a national treasure, and ensuring the sustainable development of the oil shale sector.

The primary objective of the development plan on the use of oil shale is to ensure that oil shale is mined and used in the most eco-friendly and economically efficient manner possible by guaranteeing the supply of oil shale in the oil shale industry and reducing accompanying negative environmental effects. Therefore, the oil shale development plan has a positive impact on natural environment.25

The oil shale development plan established three strategic objectives arising from the need to implement state interest:

1. increase the efficiency of oil shale mining and reduce negative environmental impact;2. increase the efficiency of the use of oil shale and reduce negative environmental impact;3. development of education and research activities in the area of oil shale.

Alongside the impact of mining, the oil shale development plan also describes the impact of oil shale processing, on the natural environment in particular, and sets out specific activities for the reduction of such impact (development and implementation of BAT during oil and electricity production, analysis of the opportunities concerning expansion of the value chain of oil shale usage, etc.). The oil shale development plan is in line with the previous energy management development plan in Estonia – Estonian national development plan of the energy sector until 2020 –, which mostly discusses energy generation from oil shale. The oil shale development plan focuses on the mining opportunities of oil shale and the sustainability of the resource, as well as on the environmental impact arising from the mining and processing of oil shale. Both development plans establish measures for the development of research activity.26

In terms of electricity generation from oil shale, the long-term objectives of the EU climate and energy policy require the reduction of the share of direct oil shale combustion technology in electricity generation and development of shale oil production. The estimated increase in oil production will be accompanied by increased generation of electricity from retort gas. Steering the mining and use of oil shale towards sustainability, environmental conservation and increased

25 Explanatory memorandum to the draft of the Order ‘Approval of the proposal for the preparation of the national development plan for the use of oil shale 2016–2030’ of the Government of the Republic of Estonia [www] https://www.envir.ee/sites/default/files/polevkivi_arengukava_2016-2030_seletuskiri.pdf (22 October 2018)26 Ministry of the Environment. National development plan for the use of oil shale 2016–2030. [www] https://www.riigiteataja.ee/aktilisa/3180/3201/6002/RKo_16032016_Lisa.pdf (22 October 2018)

29

https://www.riigiteataja.ee/aktilisa/3180/3201/6002/RKo_16032016_Lisa.pdf

https://www.envir.ee/sites/default/files/polevkivi_arengukava_2016-2030_seletuskiri.pdf

efficiency requires the planning and implementation of necessary measures under the oil shale development plan.27

Table 2.14 sets out the measures and activities necessary for the achievement of the objectives established in the development plan, requiring that oil shale be mined and used in the most eco-friendly and economically efficient manner possible, while also ensuring supply of oil shale to the oil shale industry and reducing or mitigating the accompanying negative environmental impact.28

Table 2.14. Measures and activities of the national development plan for the use of oil shale 2016–2030

Measures, activities Impact on the reduction of pollutant emissions

Promotion of sustainable mining of oil shale NeutralDetermination of preferential areas for mining oil shale deposits in EstoniaProjected impact of mining resources in preferential areas on the hydrological regime of miresIndustrial research for determining and implementing opportunities for reducing losses in oil shale miningAnalysis of options for optimal remuneration concerning oil shale resourcesReduction of the negative impact arising from oil shale mining on the natural environment and water supply Neutral

Preparation of a surface and groundwater model for the area (and its buffer zones) affected by mining

Impact on the improvement of groundwater status in the area

Determination of mitigation measures for the negative impact arising from changes in the groundwater level in the mining area and analysis of the implementation thereof (efficiency, environmental impact, cost)

Impact on aquatic environment

Ensuring water supply in excavated areas. Impact on aquatic environmentMitigation of the impact of residual pollution and the heritage impact arising from oil shale mining

Assessment and organisation of closed mining waste facilities

Content of hazardous substances in the air, water and soil is decreasing and conditions in the natural environment are improving.

Increasing the efficiency of oil shale usage

Development and implementation of the best available techniques is accompanied by a reduction in pollutant emissions

Development and implementation of BAT in electricity generation

Limiting pollutant emissions, increasing resource efficiency, reducing waste generated and increasing waste recovery

Development and implementation of BAT in the production of The emissions of primary 27 Government of the Republic of Estonia. Explanatory memorandum to the draft of the Decision ‘Approval of the national development plan for the use of oil shale 2016–2030’ of the Parliament of the Republic of Estonia, [www] http://www.envir.ee/sites/default/files/ak_seletuskiri_vv17dets2015.pdf (22 October 2018)28 Ministry of the Environment. Implementation plan ‘National development plan for the use of oil shale 2016–2030’, explanatory memorandum. [www] http://eelnoud.valitsus.ee/main/mount/docList/063523fd-455f-4d3b-a78c-fcaeee308f18?activity=2#heirEAtW (22 October 2018)

30

http://eelnoud.valitsus.ee/main/mount/docList/063523fd-455f-4d3b-a78c-fcaeee308f18?activity=2#heirEAtW

http://www.envir.ee/sites/default/files/ak_seletuskiri_vv17dets2015.pdf


oil.

pollutants from electricity generation are declining. However, emissions from the oil industry may increase due to growing oil production. Currently, implementation of any of the scenarios in NDPES 2030 ensures fulfilment of the commitments established for Estonia pursuant of the Regulation on maximum quantities of pollutants.

Reducing the negative environmental impact arising from the use of oil shale

Positive impact on the reduction of pollutant emissions

Development of a calculation methodology for determining flavouring emissions and amendment of environmental permits in this respect

Positive

Inventory, analysis and reducing the negative impact of residual pollution arising from the use of oil shale (making focal points of residual pollution safer)


Determination of the composition and hazardousness of waste deposited


The use of oil shale (electricity and oil production) is the largest emitter of primary pollutants and emissions of heavy metals in Estonia. The mining of oil shale is not a significant polluter of ambient air in comparison with the use thereof. At the same time, underground mining of oil shale has significantly less impact on ambient air than open pit mining. In terms of open pit mining of oil shale, the primary ambient air emission sources are blasting work, mining, sorting, treatment, loading and crushing of mined materials and transport of the produce mined. Blasting of a layer of oil shale releases mainly particulates and a small portion of gaseous pollutants (SO 2, CO, NOx, NH3 and VOC) into ambient air, the quantity of which depends on the quantity of explosives used. The use of explosives permitted in Estonia ensures that the content of explosive gases reduces enough in the working environment to remain within the permitted limits around the blasting site, and the explosive gases should not pose a threat to the surrounding environment. In addition, the loading-destruction complexes do not cause exceedances in the limit values of ambient air pollution levels during normal operation. In the case of underground mining, pollutants reach ambient air through ventilation openings, i.e. shafts.29

The primary measures and activities of the development plan that affect the reduction of emissions include increasing the efficiency of oil shale use, which foresees development and implementation of BATs during electricity and oil production. The ambient air quality is further 29 Ministry of the Environment. National development plan for the use of oil shale 2016–2030. [www] https://www.riigiteataja.ee/aktilisa/3180/3201/6002/RKo_16032016_Lisa.pdf (22 October 2018)

31

https://www.riigiteataja.ee/aktilisa/3180/3201/6002/RKo_16032016_Lisa.pdf

improved by assessment and organisation of closed mining waste facilities in the Ida-Viru County.

The limit of 20 million tonnes per year established for the mining of oil shale enables to ensure stricter adherence to the rising standards of the limit values of emissions. The burden on ambient air will also reduce after 2022 thanks to the shutdown of old boilers in relation to the limitation of operation hours.

National development plan of the energy sector until 2030 (NDPES 2030)30

The NDPES 2030 covers the following areas: electricity management, heat management, fuel management, energy consumption in the transport sector and energy usage in the household management.

The development plan discusses possible developments of the energy policy in Estonia and selects the most optimal one on the basis of the objective that market-based prices and accessible energy supply are ensured for consumers, that its environmental impact is acceptable, in line with the long-term objectives of the EU energy and climate policy and that the implementation thereof is the most beneficial for the long-term competitiveness of the economy.

The strategic objectives of the development plan are:

ensuring electricity supply in electricity management, heat management, transport sector, household management and production of local fuels;

reducing the energy intensity of the economy (without damaging competitiveness) and increasing energy savings;

increasing energy security by developing the necessary business environment, energy infrastructure and unions for energy generation.

The NDPES 2030 contains measures and relevant activities for the implementation thereof (Table 2.15).

Table 2.15. Measures and activities of the NDPES 2030


Efficient electricity generationShutdown of production capacities that do not conform to environmental requirements

Positive. Emissions of pollutants will decrease

Establishment of new cogeneration plants

Efficiency of fuel use will increase, the quantity of fuel required and emissions of pollutants per one energy unit will decrease

Establishment of new electricity plants that operate on biomass

Has a positive impact on emissions of GHG. Burning of biomass may result in increased emissions of VOC, particulates, ammonia and persistent organic pollutants

Establishment of new electricity plants that Positive. For instance, the new Auvere 30 Ministry of Economic Affairs and Communications. National development plan of the energy sector until 2030. [www] https://www.mkm.ee/sites/default/files/enmak_2030.pdf (22 October 2018)

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https://www.mkm.ee/sites/default/files/enmak_2030.pdf


operate on oil shale

electricity plant, which is based on the new fluidised beds technology, can operate on biomass to the extent of up to 50 %, on peat to the extent of up to 20 % and on shale gas to the extent of up to 10 % in addition to oil shale.

Establishment of new wind farmsPositive, the potential of renewable energy will increase. Wind is one of the main renewable energy sources in Estonia.

Partial replacement of electricity generation from oil shale with coal

Positive, oil shale will be partially replaced by coal which has a higher calorific value and, in turn, it will increase production efficiency.

Production of engine oils from oil shale

Production of shale oil

The use of the shale oil SHC technology generates retention gas, which has a higher calorific value than natural gas and which has currently already entered use in electricity and heat generation. The growth in oil production volumes will also increase production of electricity from retort gas.On the other hand, the increase in shale oil production will result in emissions and concentrations of pollutants, however, these will remain below applicable ambient air quality limit values.

Generation of electricity from oil shale by using the fluidised beds technology

Positive. The use of the fluidised beds technology will result in SO2 emissions declining to practically zero. Emissions of other pollutants will decrease as well.

Reconstruction of existing buildings for the purpose of saving energy and improving indoor climate

The need for heat generation will decrease, due to which pollutant emissions will reduce as well.

Reconstruction of apartment buildings

Reconstruction of the housing stock enables to decrease the buildings’ energy consumption by up to 50 % and thus achieve, inter alia, a reduction in the volume of imported fossil fuels.31

Reconstruction of small dwellingsThe need for heat generation will decrease, due to which pollutant emissions will reduce as well.

31 Ministry of Economic Affairs and Communications. National development plan of the energy sector until 2030. [www] https://www.mkm.ee/sites/default/files/enmak_2030.pdf (22 October 2018)

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Supporting local renewable energy solutions

Use of biomass may result in an increase in VOC, particulate, ammonia and persistent organic pollutant emissions, which affect the environment and human health.

Efficient heat generationIncreased efficiency in heat generation has a positive impact on the reduction of emissions of pollutants.

Replacement of boilers (alignment of the nominal capacity of boilers with consumption upon depreciation)

Implementation of BAT enables to reduce pollutant emissions.

Transition to other (renewable) fuels in boiler plants

Use of biomass may result in growing emissions of VOC, particulate, ammonia and persistent organic pollutants, which affect the environment and human health.

Transition of consumers to local space heating and local heating

Rather negative.Replacement of district heating boiler plants with local equipment may result in an increase in pollutant emissions.

Various scenarios have been used for the analysis of the implementation volume of the measures and activities planned under the NDPES 2030.

All scenarios on electricity generation project a reduction in pollutant emissions in the period from 2015 to 2050. Emissions will reduce mainly thanks to the decreasing use of oil shale for electricity generation. Pursuant to the projections of electricity scenarios, oil shale will no longer be used in pulverised combustion blocks after 2022. Furthermore, most scenarios project a significant increase in the use of wind and biomass for electricity generation.32

General principles of climate policy 2050 (GPCP 2050)

The objective of the GPCP 2050 is to shape and nationally agree on the long-term climate policy vision, policy guidelines and target levels for the reduction of greenhouse gases (GHG) in Estonia up to the year 2050. The development document contains long-term policy guidelines for the energy, transport, industry, agriculture, forestry and waste management sector with regard to moving towards the long-term climate policy vision of Estonia to reduce GHG emissions by at least 80 % by the year 2050 in comparison with the level of 1990.33

The development document GPCP 2050 determines the long-term climate policy vision, sectoral and cross-sectoral policy trends in Estonia at the national level, which establish a clear path for

32 Estonian Environmental Research Centre. Projection of changes in ambient air quality due to the distribution of atmospheric fine particulate matter PM2.5 and other atmospheric pollutants and greenhouse gases arising from energy consumption scenarios concerning electricity generation, shale oil production, heat supply and transportation for the period 2012–2050. [www] https://energiatalgud.ee/img_auth.php/3/39/ENMAK_2030._Stsenaariumitega_kaasneva_%C3%B5hukvaliteedi_muutuste_prognoos_2012-2050.pdf (22 October 2018)33 Ministry of the Environment. General principles of climate policy 2050. [www] http://www.envir.ee/sites/default/files/kpp_2050_mojudehindamise_lopparuanne_25.05.pdf (22 October 2018)

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http://www.envir.ee/sites/default/files/kpp_2050_mojudehindamise_lopparuanne_25.05.pdf

https://energiatalgud.ee/img_auth.php/3/39/ENMAK_2030._Stsenaariumitega_kaasneva_%C3%B5hukvaliteedi_muutuste_prognoos_2012-2050.pdf

https://energiatalgud.ee/img_auth.php/3/39/ENMAK_2030._Stsenaariumitega_kaasneva_%C3%B5hukvaliteedi_muutuste_prognoos_2012-2050.pdf

the mitigation of climate changes, i.e. reduction of GHG emissions, as well as for adapting to the impacts of climate changes.

The long-term objective of Estonia is to transition to a low-carbon economy, which entails gradual and targeted restructuring of the economic and energy system to become more resource-efficient, economical, productive and eco-friendly.

Policy guidelines in the energy sector for mitigation of climate changes are as follows:

Table 2.16. GPCP 2050 guidelines and impact

Political guidelines in the energy sector Impact on the reduction of pollutant emissions

1. When planning energy consumption centres and new production capacities and managing consumption and production, the efficient interaction of the system as a whole is the main principle. It is important to reduce the percentage of losses during the transfer of energy to an economically justifiable technical minimum

Has a positive impact on the reduction of all pollutant emissions included in the atmospheric pollutants reduction programme

2. In manufacturing processes, the implementation of technologies with a low emission factor of CO2 and efficient use of resources will be facilitated. A more efficient use of resources throughout the production cycle will be facilitated in industrial companies. With the help of legislation, the industry is motivated to mainly use fuels and production input with low carbon dioxide emissions.


3. The economic and energy efficiency of the system as a whole will be considered when renovating the existing building stock and planning and constructing new buildings with the aim of achieving a maximum energy efficiency of the entire current building stock. The possibility and cost-efficiency of applying different funding options will be considered for renovating the building stock, for increasing the energy efficiency of existing business and production facilities and for constructing new energy-efficient buildings.

The need for heat generation will decrease, due to which pollutant emissions will reduce as well.

4. When planning, building, managing and reconstructing grids within energy systems, the economical and energy efficiency of the complete system will be considered with the aim of achieving maximum energy and resource efficiency.


5. In the use of oil shale, the industry will move towards enhancing energetic value and the production of products with higher value added to minimise the emission of GHG in the oil shale treatment process in a way that does not entail an increase in other negative environmental impacts. The retort gas produced as a by-product to shale oil production will be used to produce energy and heat, while in the longer

The use of the shale oil SHC technology generates retention gas, which has a higher calorific value than natural gas and which has currently already entered use in electricity and heat generation.

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Political guidelines in the energy sector Impact on the reduction of pollutant emissions

perspective, the aim is to produce a maximum amount of replacement products for liquid fuels, natural gas, etc. from retort gas.

The increase in oil production volumes will be accompanied by the increased production of electricity from retort gas.On the other hand, the increase in shale oil production will result in emissions and concentrations of pollutants, however, these will remain below applicable ambient air quality limit values.

7. The gradual wider exploitation of domestic renewable energy sources in all sectors of final consumption will be facilitated with a view to increase the welfare of the society and the need to ensure energy security and security of supply. A wide use of domestic bio and other kinds of renewable energy resources will be facilitated during the production of electricity and heat as well as the production of fuel for transport.

The use of renewable energy sources (wind energy, solar energy, hydropower, bioenergy) reduces CO2 emissions and pollutant emissions in ambient air. On the other hand, the use of biomass, especially in households, may cause an increase in VOC, particulate, ammonia and persistent organic pollutant emissions, which affect the environment and human health.

8. For limiting the GHG emissions in the energy sector and industry, the preferred research, development and innovation fields will facilitate the development of efficient energy technologies and upcycle domestic renewable energy resources to the maximum extent, increase the saving of primary energy and reduce GHG emissions. Among other things, the development of renewable energy production technologies and knowledge-based, ecological and sustainable upcycling of biomass will be facilitated. It is also important to develop technologies that reduce the carbon intensity of the current industry, as well as grid-related technologies and the use thereof.

The use of new innovative energy technologies will be accompanied by a decrease in GHG emissions.The use of biomass, especially in households, may cause an increase in VOC, particulate, ammonia and persistent organic pollutant emissions, which affect the environment and human health.

The scenarios in the general principles of climate policy have been based on the results from the preparation of the NDPES 2030, as the studies carried out during the preparation of the development plan include most recent data which enable to assess the impact of various guidelines. The input from companies has been used as well. The BAU of the energy and industry sectors and the GPCP_1 scenarios of the GPCP 2050 serve as an input for the

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projections of relevant BAU and RAS scenarios in the atmospheric pollutants reduction programme.

Guidelines 1, 4 and 5 have a significant impact on the reduction of pollutant emissions from the generation of electricity. Guidelines 1, 3 and 4 are significant in terms of heat generation and guidelines 2 and 5 provide a significant contribution to the reduction of emissions in shale oil production. At the same time, all scenarios concerning shale oil production reveal an increase in emissions due to the addition of new shale oil equipment.

In total, provided that the climate policy guidelines are followed, the emissions of NO x will decrease by 51 %, SO2 emissions by 62 %, VOC emissions by 75 %, NH3 emissions by 65 % and PM2.5 emissions by 84 % by the year 2050 in comparison with 2013.34

2.2.2. Other national studies

Enhancement of the methodologies for the inventory of pollutant emissions released into ambient air from industrial sources and household furnaces

The objective of the work was to assess the content of POPs (HCB, PAH, PCDD/PCDF) and classic pollutants (NOx, SO2, VOC, PM2.5, CH4, BC) in the flue gas of household furnaces and calculate relevant specific emissions. Develop a methodology for the calculation of emissions from various furnace types. Assess the quantity of waste incinerated in furnaces and develop a methodology for the calculation of emissions released during incineration of waste. In addition, the objective of the work was to measure the content of POPs (HCB, PCDD/PCDF, PAH in total and benzo(a)pyrene, benzo(k)fluoranthene, indeno(1,2,3-cd)pyrene separately) in the flue gas of industrial sources and calculate relevant specific emissions.

2.2.3. Legislation regulating the energy sector

The following legislation governs the energy sector in Estonia: Atmospheric Air Protection Act35

(hereinafter ‘AAPA’), Industrial Emissions Act36 (hereinafter ‘IEA’) and Regulation No 44 ‘Limit values of emissions of pollutants released from combustion plants outside the scope of application of the Industrial Emissions Act, requirements for monitoring pollutant emissions, and criteria for adherence to the limit values of emissions’ of the Minister of the Environment (adopted on 5 November 2017), which transposes into Estonian law Directive (EU) No 2015/2193 of the European Parliament and of the Council on the limitation of emissions of certain pollutants into the air from medium combustion plants3. At the EU level, examples concerning the energy sector are, for instance, Regulation (EU) 2015/118945 and (EU) 2015/118546, implementing Directive 2009/125/EC of the European Parliament and of the Council with regard to ecodesign requirements for solid fuel boilers and solid fuel local space heaters.

Atmospheric Air Protection Act (AAPA)

The general objective of the AAPA supports a better social environment where the reduction of atmospheric pollutants that disturb or endanger the population ensures improved health and welfare thanks to the establishment of a better quality living environment.34 Ministry of the Environment. General principles of climate policy 2050. [www] http://www.envir.ee/sites/default/files/kpp_2050_mojudehindamise_lopparuanne_25.05.pdf (22 October 2018) 35 Atmospheric Air Protection Act. RT I, 22 December 2018, 7. [www] https://www.riigiteataja.ee/akt/A%C3%95KS (22 October 2018)36 Industrial Emissions Act. RT I, 12 December 2018, 73. [www] https://www.riigiteataja.ee/akt/104072017049 (27 February 2019)

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https://www.riigiteataja.ee/akt/A%C3%95KS

http://www.envir.ee/sites/default/files/kpp_2050_mojudehindamise_lopparuanne_25.05.pdf

The AAPA distinguishes and organises the regulation of air quality and pollutant emissions. The principles for the assessment and methodologies for the determination air quality are regulated separately, which simplifies the management of emissions and implementation of provisions concerning the reduction thereof.

The law stipulates the principles and main commitments for the protection of ambient air and regulates the management of air quality, the evaluation of which is used to plan and implement air quality improvement measures. The law also regulates pollutants that are considered in the assessment of air quality and is consistent with Directive 2008/50/EC of the European Parliament and of the Council on ambient air quality and cleaner air for Europe.

In the event that the air quality level of an area or conurbation exceeds the air quality limit or target value established in Regulation No 75 ‘Air quality limit values and target values, other air quality limit values and assessment thresholds of air quality’ of the Minister of the Environment37 (adopted on 27 December 2016) with regard to one or several pollutants, the local government shall prepare an air quality improvement plan.

The law concerns the regulation of an air pollution permit or registration of an installation. Regulation of the Minister of the Environment38establishes threshold capacities for activities beyond which it is necessary to possess an air pollution permit for the activity or to register the activity of an operator of a stationary emission source. The law establishes requirements for an installation with an environmental permit, if the activity of the installation is related to the release of pollutants into ambient air, according to which the holder of the permit shall ensure that the emissions of pollutants released do not exceed the established limit value of such pollutant emissions, plan measures for limitation of emissions in the case of unfavourable weather conditions, carry out monitoring of emissions and, if necessary, prepare an action plan for the reduction of pollutant emissions and submit reports on the pollution of ambient air.

Environmental requirements for the liquid fuels used in the energy sector are established by Regulation No 73 ‘Environmental requirements for liquid fuels, biofuel and liquid biofuel sustainability criteria, the procedure for monitoring of and reporting on the compliance of liquid fuels with the environmental requirements and the methods for the assessment of the reduction of GHG emissions from the use of biofuels and liquid biofuels’ of the Minister of the Environment39 (adopted on 20 December 2016), transposing the Fuel Quality Directive and the Directive on limitation of sulphur content. Establishment of requirements for liquid fuels is important as it has a direct impact on the pollutant emissions generated during combustion.

The methods for the measurement and calculation of pollutant emissions are established by the AAPA and Regulation No 59 of the Minister of the Environment6. Regulation No 49 ‘National commitments for reduction of anthropogenic emissions of pollutants in the territory and economic zone of Estonia, the terms for the performance thereof, exceptions and reporting’ of the Government of the Republic of Estonia40 (adopted on 21 June 2018) establishes national 37Regulation No 75 ‘Air quality limit values and target values, other air quality limit values and assessment thresholds of air quality’ of the Minister of the Environment. RT I, 29 December 2016, 44. [www] https://www.riigiteataja.ee/akt/129122016044 (22 October 2018)38 Threshold capacities for the activities and threshold quantities for the emissions of pollutants beyond which an air pollution permit is required for the activities of installations. RT I, 14 December 2017, 10. [www] https://www.riigiteataja.ee/akt/122122016005 (22 October 2018)39 Regulation No 73 ‘Environmental requirements for liquid fuels, biofuel and liquid biofuel sustainability criteria, the procedure for monitoring of and reporting on the compliance of liquid fuels with the environmental requirements and the methods for the assessment of the reduction of GHG emissions from the use of biofuels and liquid biofuels’ of the Minister of the Environment. RT I, 11 October 2017, 4. [www] https://www.riigiteataja.ee/akt/122122016027 (22 October 2018)40 Regulation No 49 ‘National commitments for reduction of anthropogenic emissions of pollutants in the territory and economic zone of Estonia, the terms for the performance thereof, exceptions and reporting’ of the Government of the Republic of Estonia. RT I, 26 June 2018, 28. [www] https://www.riigiteataja.ee/akt/126062018028 (22 October 2018)

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commitments for reduction of emissions in the territory and economic zone of Estonia, and the terms for the performance thereof and exceptions, and the procedure for preparation of the inventory and summary reports of atmospheric pollutants and projections of emissions of pollutants.

Industrial Emissions Act (IEA)

The objective of the IEA36 is to achieve a high level of protection of the environment taken as a whole by minimising emissions into air, water and soil, and the generation of waste to prevent adverse environmental impacts.

The IEA is based on EU Directive 2010/75/EU on industrial emissions (IED)41, which brings together various EU directives that have addressed the topic for the purpose of comprehensive handling of industrial emission issues. As of certain threshold capacities42, operators in areas of activity that pollute the environment are required to apply for an integrated environmental permit. Requirements are also established for combustion plants, waste incineration plants and waste co-incineration plants, installations producing titanium dioxide and operators of installations using organic solvents. The requirements established include the limit values of emissions as well as commitments concerning the monitoring of emissions and measures for reduction of emissions. An integrated environmental permit fixes the requirements established for a specific installation, the fulfilment of which is compulsory.

The IED combines the increasing of productivity and the reduction of environmental impact through the implementation of BAT, the concept of which entails moving towards lower emission levels.

41 Directive 2010/75/EU of the European Parliament and of the Council on industrial emissions (integrated pollution prevention and control). OJ L 334/17, 17 December 2010 [www]https://eur-lex.europa.eu/legal-content/ET/TXT/HTML/?uri=CELEX:32010L0075&from=EN (27 February 2019) 42 Regulation No 89 ‘List of subcategories within the categories of activities and the threshold capacities in the case of which an integrated permit is required for the operation of an installation’ of the Government of the Republic of Estonia. RT I, 11 June 2013, 19. [www] https://www.riigiteataja.ee/akt/111062013019 (22 October 2018)

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https://eur-lex.europa.eu/legal-content/ET/TXT/HTML/?uri=CELEX:32010L0075&from=EN

Regulation No 44 ‘Limit values of emissions of pollutants released from combustion plants outside the scope of application of the Industrial Emissions Act, requirements for monitoring pollutant emissions, and criteria for adherence to the limit values of emissions’ of the Minister of the Environment43 (hereinafter ‘Regulation No 44 of the Minister of the Environment’)

The AAPA, Regulation No 44 of the Minister of the Environment (adopted on 5 November 2017) and other legislative acts implement Directive (EU) No 2015/2193 of the European Parliament and of the Council on the limitation of emissions of certain pollutants into the air from medium combustion plants (hereinafter ‘MCP Directive’10).

Regulation No 44 of the Minister of the Environment stipulates three primary requirements:

requirement for holding an environmental permit or registration; emission limit values for sulphur dioxides, nitrogen oxides and particulate matter; monitoring requirements for sulphur dioxides, nitrogen oxides, particulate matter and

carbon oxides.

The emissions of SO2, NOx and TSP emitted into ambient air from combustion plants with a rated thermal input of 1–50 MW shall be limited with the aim to reduce emissions into ambient air and therefore also the possible risks to human health and the environment.

The MCP Directive requires the owners of said combustion plants to hold either a registration or a permit. In Estonia, owners with a plant where the capacity is 1 MWth or greater must have an air pollution permit. Furthermore, it is important to determine whether a combustion plant is new or an existing one, as it affects when the requirements should be applied and which emission limit values are applicable. Pursuant to the Directive, Regulation No 44 of the Minister of the Environment distinguishes new and existing combustion plants. An existing combustion plant is such that has been entered into use before 20 December 2018 and a new combustion plant is such that has been entered into use after said date.

Pursuant to the Directive, emission limit values for existing medium combustion plants shall enter into force as follows:

2025 – for combustion plants with a rated thermal input of over 5 MWth; 2030 – for combustion plants with a rated thermal input of 1 MWth to 5 MWth

(inclusive).

For new medium combustion plants, emission limit values are applicable as of 20 December 2018. Currently, approximately 80 % of medium combustion plants in Estonia lack any kind of abatement equipment. Based on the measurements carried out with regard to existing combustion equipment, around 66.7 % of owners must purchase abatement equipment (or replace the existing one with equipment that contaminates fuel to a lesser degree), in order to adhere to the emission limit values established in the MCP Directive.44

43 Regulation No 44 ‘Limit values of emissions of pollutants released from combustion plants outside the scope of application of the Industrial Emissions Act, requirements for monitoring pollutant emissions, and criteria for adherence to the limit values of emissions’ of the Minister of the Environment. RT I, 10 November 2017, 18. [www] https://www.riigiteataja.ee/akt/110112017018 (22 October 2018)44 Regulation of the Minister of the Environment. Explanatory memorandum to the draft of the ‘Limit values of emissions of pollutants released from combustion plants outside the scope of application of the Industrial Emissions Act, requirements for monitoring pollutant emissions, and criteria for adherence to the limit values of emissions’ of the Minister of the Environment. [www] https://www.envir.ee/sites/default/files/1906mcp_seletuskiri.doc (22 October 2018)

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https://www.envir.ee/sites/default/files/1906mcp_seletuskiri.doc


Commission Regulation (EU) 2015/1189 implementing Directive 2009/125/EC of the European Parliament and of the Council with regard to ecodesign requirements for solid fuel boilers and Commission Regulation (EU) 2015/1185 implementing Directive 2009/125/EC of the European Parliament and of the Council with regard to ecodesign requirements for solid fuel local space heaters

Commission Regulation (EU) 2015/118945 and Commission Regulation (EU) 2015/118546 are established to implement Directive 2009/125/EC establishing a framework for the setting of ecodesign requirements for energy-related products that have a significant environmental impact and that present significant potential for improvement in terms of their environmental impact without entailing excessive costs. Regulation (EU) 2015/1189 establishes ecodesign requirements for placing on the market and putting into service solid fuel boilers with a rated heat output of up to 500 kW. Regulation (EU) 2015/1185 establishes ecodesign requirements for placing on the market and/or putting into service solid fuel boilers with a rated heat output of up to 50 kW.

The annual energy consumption of solid fuel boilers (EU) is expected to be 530 TJ in 2030 and the annual emissions of particulates and VOC is estimated at 25 kt, that of CO at 292 kt; NOx

emissions are assumed to increase. The study carried out by the European Commission reveals that the energy consumption and generated emissions can be reduced significantly during use, and the estimated energy savings will be 18 TJ, decrease of particulate emissions by 10 kt, that of VOC by 14 kt and CO by 130 kt.

Regulation (EU) 2015/1189 establishes requirements for equipment placed on the market as of January 2020 and Regulation (EU) 2015/1185 establishes requirements for equipment placed on the market as of January 2022, which also influence the reduction of pollutant emissions. The requirements include, inter alia, seasonal space heating energy efficiency and limit values for particulates, VOCs, CO and NOx emitted during heating season.

45 Commission Regulation (EU) 2015/1189 of 28 April 2015 implementing Directive 2009/125/EC of the European Parliament and of the Council with regard to ecodesign requirements for solid fuel boilers. [www] https://eur-lex.europa.eu/legal-content/ET/TXT/PDF/?uri=CELEX:32015R1189&from=ET (22 October 2018)46 Commission Regulation (EU) 2015/1185 of 24 April 2015 implementing Directive 2009/125/EC of the European Parliament and of the Council with regard to ecodesign requirements for solid fuel local space heaters. [www] https://eur-lex.europa.eu/legal-content/ET/TXT/PDF/?uri=CELEX:32015R1185&from=ET (22 October 2018)

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https://eur-lex.europa.eu/legal-content/ET/TXT/PDF/?uri=CELEX:32015R1185&from=ET




2.3.Measures of the atmospheric pollutant reduction programme in the energy sector

The descriptions of measures to be taken in the energy sector are based on the NDPES 2030 and the GPCP 2050 document, where electricity generation is based on the oil shale/retort gas consumption scenario (modelled under the atmospheric pollutants reduction programme with the Balmorel model). The choice of measures concerning heat generation was based on the scenario of energy cooperatives, where the state is primarily expected to contribute to the development of a knowledge-based economy.

1 Wider use of wind power in electricity generation

Wind power is gradually adopted into wider use in the generation of electricity on the basis of a market-based approach, enabling to significantly reduce emissions of atmospheric pollutants emitted during energy generation, while also making a positive contribution to the development of economy and creation of employment. Development of wind power is carried out in a cost-efficient manner, while also simultaneously considering the need for diversification of energy sources.

2 Renovation of buildings

In the construction of new buildings, the state ensures through regulative development of the environment that nearly zero-energy buildings with low energy consumption are preferred solutions by consumers and comply with the requirements of the EU Directive 2012/27/EU47 on energy efficiency. The implemented national support-based scheme shall help renovate existing buildings to the following extent by 2030:

small dwellings: 40 % with WEC48 = C or D respectively; apartment buildings: 50 % with WEC = C; non-residential buildings: 20 % with WEC = C.

3 Heat generation and distribution

District heating areas of smaller settlements where the consumption density K < 1.6 MWh/(lm/a) will transition to local heating and local space heating, adopting renewable fuels to a wider extent and the role of fossil fuels will become marginal. The remaining district heating networks shall be fully renovated and aligned with the decreased consumption of heat.

As a recommended measure to further reduce atmospheric pollutants, it would be necessary to raise public awareness and support the replacement of heating appliances and connection to the district heating network to foster the transition to less polluting ways of heating.

Local heating causes high levels of fine particles and benzo(a)pyrene (B(a)P) at the local level during the heating season, therefore Estonia exceeds annual average B(a)P target levels in Tartu,

47 Directive 2012/27/EU of the European Parliament and of the Council of 25 October 2012 on energy efficiency, amending Directives 2009/125/EC and 2010/30/EU and repealing Directives 2004/8/EC and 2006/32/EC. https://eur-lex.europa.eu/legal-content/ET/TXT/PDF/?uri=CELEX:32012L0027&from=EN (30 November 2018)48 Weighted energy consumption

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for instance. An action plan for the improvement of air quality in Tartu has been prepared for this purpose and one of the options proposed foresees replacement of old furnaces with new ones and also facilitation of joining the district heating network. Said activities should be fully supported from national and local financial instruments.

2.4.Projection of atmospheric pollutants 2030

2.4.1. Methodology

A business-as-usual scenario (BAU) and a reduction action scenario (RAS) have been developed to assess the impact of measures taken in the energy sector on atmospheric pollutants. The Tier 1, Tier 2 and Tier 3 methods set out in the EMEP/EEA Guidebook 2016 have been used for projecting atmospheric pollutants52. The distribution of the methodology (Tiers) has been covered in more detail in Chapter 2.1, which describes the methodology used for each subsector in the energy sector. The emissions of atmospheric pollutants released by the combustion of fuels is mostly calculated by multiplying the specific emissions factor with the quantity of fuel consumed. Tier 1 foresees multiplication of the default value of the specific emissions factor with the quantity of fuel consumed, however, the emissions of atmospheric pollutants are, in fact, dependent on various factors, such as technology or maintenance, for which there are often no data. These aspects are also taken into account in the case of Tier 2 and Tier 3 method.

The calculation of the estimated consumption of fuels in the upcoming years is based on the NDPES 2030, the results of the Balmorel model and the analysis of the action plans on the reduction of pollutant emissions.

In the initial phase of the atmospheric pollutants reduction programme, the Ministry of the Environment submitted a proposal to 38 companies engaged in the energy sector, who were asked to prepare an action plan for the reduction of pollutant emissions from the installation for years 2018–2030 concerning their future plans (investments to emission reduction measures, plans for expanding, etc.). The proposal was forwarded to the largest and most significant emitters of atmospheric pollutants in Estonia. The list of companies was compiled by the Estonian Environmental Research Centre in cooperation with the Environment Agency in accordance with the data of the inventory of atmospheric pollutants. A total of 33 companies submitted an action plan.

The action plans sent by companies set out partial or complete information concerning production capacities, production volumes, fuel consumption, emissions of atmospheric pollutants and measures planned for reduction of atmospheric pollutants. In conclusion, the oil shale industry foresees an expansion of oil production, however, the direct combustion of oil shale for energy and heat generation will decrease over time and additional investments are planned to be made to technologies in order to reduce emissions of atmospheric pollutants. Other companies engaged in electricity and heat generation plan to transition to the combustion of biomass to a greater degree. The oil terminals in Estonia foresee an increase in production volumes, which will increase the VOC emissions of these companies, however, the overall trend in the energy sector is, in fact, moving towards reduction of emissions (Table 2.17).

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Table 2.17. Total emissions of companies that submitted an action plan 2020–2030, t

Atmospheric pollutant 2020 2025 2030

NOx 17 044 17 492 13 594

SO2 36 331 27 139 18 220

VOC 4 341 4 064 4 063

PM2.5 6 184 6 119 5 528

NH3 493 494 495

According to the Environment Agency, the companies that submitted an action plan constitute 83 % of NOx emissions, 98 % of SO2 emissions, 47 % of VOC emissions and 40 % of PM2.5

emissions of total emissions of atmospheric pollutants in the energy sector.

Balmorel is a model of the electricity market that helps to model and analyse electricity and heat generation in the energy sector in the future in market economy circumstances. The model also considers electricity generation capacities and transmission capacities of nearby countries. The methodology of this work is also in compliance with the GPCP 2050.

2.4.2. Sector-specific underlying indicators

Underlying indicators are indicators that contribute the most to the emissions of atmospheric pollutants in the sector. In conclusion of the foregoing and consideration of the EMEP/EEA Guidebook 2016, the underlying indicators of the energy sector are:

1. total energy consumption;2. type of fuel.

1990

1991

1992

1993

1994

1995

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007

2008

2009

2010

2011

2012

2013

2014

2015

2016

0

50,000

100,000

150,000

200,000

250,000

300,000

350,000

400,000

450,000

Vedelkütused Tahked kütused Gaasilised kütusedTeised fossiilsed kütused Turvas Biomass

TJ

Key: liquid fuels / solid fuels / gaseous fuels / other fossil fuels / peat / biomass

44

Figure 2.12. Development of fuel consumption in Estonia by type of fuel in 1990–2016, GWh49

Emissions of atmospheric pollutants related to the energy sector vary primarily due to the structure of energy supply and climatic conditions. The export of electricity has an important role as well, since electricity in Estonia is mainly generated from oil shale.

The indicators of the energy sector in the atmospheric pollutants programme are based on the scenarios of the NDPES 203050:

1. The demand for electricity and heat is met under market conditions in the most economical manner possible.

2. The State invests in knowledge-based heat management.3. Losses of electricity and heat will gradually decrease.4. The proportion of renewable energy will be gradually increased.5. Electricity generation from oil shale will gradually transition to the production of shale

oil from oil shale and use of retention gas in electricity generation.6. Existing oil industry capacities will be supplemented by one Petroter and four Enefit-280

by 2030.7. Extensive grants and measures for increasing the energy efficiency of the building stock.

In addition to the aforementioned assumptions, the Balmorel model also factors in global and macro-economic trends: cost of the CO2 quota, price of crude oil, natural gas, coal and oil shale.

2.4.3. Projection

The scenarios of the atmospheric pollutants programme have been based on the results of the NDPES 2030 and GPCP 2050, as the studies carried out during the preparation of the documents include most recent data which enable to assess the impact of the measures. The input from companies has been used as well. The energy sector is divided into two scenarios in the given document: BAU and RAS. BAU, i.e. the business-as-usual-scenario, is based on a situation where the state does not implement any additional measures for fulfilling the objectives in all energy subsectors: electricity generation, heat and housing management (Key:).

49 Database of Statistics Estonia. KE023 Energy balance sheet by type of fuel or energy [www] http://pub.stat.ee/px-web.2001/dialog/varval.asp?ma=KE023&ti=ENERGIABILANSS+K%DCTUSE+V%D5I+ENERGIA+LIIGI+J%C4RGI&path=../database/Majandus/02Energeetika/02Energia_tarbimine_ja_tootmine/01Aastastatistika/&search=ENERGIABILANSS&lang=2 (30 November 2018)50 Energy scenarios of the national development plan of the energy sector until 2030 [www] http://www.energiatalgud.ee/index.php?title=ENMAK:Stsenaariumid (30 November 2018)

45

http://www.energiatalgud.ee/index.php?title=ENMAK:Stsenaariumid

http://www.energiatalgud.ee/index.php?title=ENMAK:Stsenaariumid

http://pub.stat.ee/px-web.2001/dialog/varval.asp?ma=KE023&ti=ENERGIABILANSS+K%DCTUSE+V%D5I+ENERGIA+LIIGI+J%C4RGI&path=../database/Majandus/02Energeetika/02Energia_tarbimine_ja_tootmine/01Aastastatistika/&search=ENERGIABILANSS&lang=2%20



Key:

For the top graph :

Vertical axis: emissions


Key to the top graph (in descending order):

diffuse emissions

46

combustion in agriculture and forestry

combustion in households

combustion in commercial and public service sectors

combustion in the manufacturing industry

fuel processing industry

electricity and heat production

Figure 2.13. BAU scenario of emissions of atmospheric pollutants in the energy sector, kt

The BAU scenario describes a situation where electricity and heat generation is conducted under market conditions in the most economical manner possible. Therefore the BAU for energy generation was based on the oil shale and retention gas scenario under the GPCP 2050 which was updated during the preparation of this programme, while the BAU for heat management was based on the district heating scenario under the NDPES 2030, which was updated during the preparation of the report ‘Greenhouse gas emission policies, measures and projections (2019)’51.

Under the BAU scenario, there is a functioning market mechanism, the industry’s production volumes increase in accordance with the projections of the companies themselves, the shale oil production equipment for 2030 will comprise four Petroters, two Enefit-140, five Enefit-280, eight Kiviters and two TSK500, and all retention gas generated will be utilised for electricity generation. Electricity generated from wind power will amount to 732 GWh in 2020, 1 076 GWh in 2025 and 4 315 GWh in 2030. In 2016, the amount of electricity generated from wind power was 589 GWh, i.e. a positive trend is assumed.

The RAS scenario (Key:) is based on a situation where the measures exert their full impact, as initially foreseen in the development plans. This would mean that the efficiency of energy networks will improve; heat and electricity losses will decline; energy consumption will decline as a result of the renovation of the building stock; in terms of the use of oil shale, the industry will move towards products with higher value added and, in terms of electricity and heat generation, local renewable energy sources will gradually be introduced.

The RAS is based on the functioning of the market mechanism, production volumes of the industry increase in accordance with the projections of the companies themselves, the total shale oil production equipment by 2030 will be four Petroters, two Enefit-140, five Enefit-280, eight Kiviters and two TSK500, and all retention gas generated will be utilised for electricity generation. Electricity generated from wind power will amount to 732 GWh in 2020, 1 076 GWh in 2025 and 4 712 GWh in 2030.

The RAS reveals an additional trend of reduction in comparison with the BAU scenario, although this effect can be achieved by implementation of all measures, which forces the promoter of the atmospheric pollutants reduction programme to approach the issues in the energy sector in a comprehensive and considerate manner in order to achieve the reduction of atmospheric pollutants to such extent (Table 2.18).

51 Ministry of the Environment. Greenhouse gas emission policies, measures and projections (2019). [www] https://www.envir.ee/sites/default/files/content-editors/Kliima/kasvuhoonegaaside_poliitikaid_meetmeid_ja_prognoose_kasitlev_aruanne.pdf (22 March 2019)

47

https://www.envir.ee/sites/default/files/content-editors/Kliima/kasvuhoonegaaside_poliitikaid_meetmeid_ja_prognoose_kasitlev_aruanne.pdf


Key:

For the top graph :



Key to the top graph (in descending order):

diffuse emissions

combustion in agriculture and forestry

48

combustion in households

combustion in commercial and public service sectors

combustion in the manufacturing industry

fuel processing industry

electricity and heat production

BAU

Figure 2.14. The RAS of emissions of atmospheric pollutants in the energy sector, kt

49

Table 2.18. Projections in the energy sector and relative change in emissions in comparison with 2005, %

NOx

Total emissions, kt

NOx

Change in comparison with

2005

SO2

Total emissions, kt

SO2


2005

VOCTotal emissions,

kt

VOCChange in

comparison with 2005

BAU RAS BAU RAS BAU RAS BAU RAS BAU RAS BAU RAS

2005 20.692 75.716 11.345

2016 15.489 29.707 6.507

2020 16.467 16.830 -20.4 % -18.7

% 22.868 22.382 -69.8 % -70.4 % 9.650 9.629 -14.9

% -15.1 %

2025 15.954 14.862 -22.9 % -28.2

% 17.856 16.054 -76.4 % -78.8 % 9.850 9.127 -13.2

% -19.6 %

2030 14.064 12.313 -32.0 % -40.5

% 11.811 10.695 -84.4 % -85.9 % 9.857 8.908 -13.1

% -21.5 %

PM2.5

Total emissions, kt

PM2.5

Change in comparison with 2005

NH3

Total emissions, kt

NH3


BAU RAS BAU RAS BAU RAS BAU RAS

2005 12.264 0.902

2016 6.243 0.884

2020 5.100 5.081 -58.4 % -58.6 % 0.836 0.836 -7.3 % -7.3 %

2025 5.018 4.597 -59.1 % -62.5 % 0.837 0.829 -7.2 % -8.0 %

2030 4.844 4.294 -60.5 % -65.0 % 0.838 0.828 -7.0 % -8.2 %

50

3. TRANSPORT SECTOR

3.1.Emissions of atmospheric pollutants in the transport sector in Estonia in 1990–2016

Transport sector is one of the main sources of ambient air pollution alongside energy and industry. All key modes of transport, such as road, railway, inland waterway and air transport, are in use in Estonia. In addition to the above, emissions of pollutants released into the ambient air from other mobile emission sources, such as households, industry, agriculture, fisheries and the commercial sector, are also taken into account. Road transport is the most energy-intensive and the largest emitter of pollutants, followed by the agriculture and industry sector. Air transport, fisheries and commercial sectors are less significant. Air transport, fisheries and commercial sectors are less significant (Key:, Table 3.20).

The calculation of emissions is based on the calculation methods approved by the European Environmental Agency (EEA), which have been set out in the EMEP/EEA Guidebook 201652. Emissions of pollutants into ambient air from road vehicles have been calculated by using the European Environment Agency’s harmonised COPERT 5 model. Emissions of pollutants from other mobile sources are calculated for each subsector on the basis of the quantities of fuel used and specific emission factors.

In 2016, 13.3 kt of NOx, 3.0 kt of VOC and 0.73 kt of PM2.5 were generated in the transport sector, constituting the following of total emissions: NOx – 42.5 %, VOC – 13.3 %, PM2.5 – 9.8 %. A total of 0.15 kt of NH3 emissions and 0.06 kt of SO2 emissions were generated from the transport sector, constituting only 1.2 % and 0.2 % respectively of total emissions.

During the period 1990–2016, emissions of nearly all pollutants (including NOx, VOC, SO2) declined. The significant decline in emissions of pollutants in the beginning of the 1990s occurred due to the restructuring of the economy after the restoration of independence of Estonia. The emission of various pollutants from the transport sector also declined in 2009 as a result of the global economic crisis. The decline in emissions characteristic of recent years has been achieved through the implementation of increasingly stringent environmental legislation and adoption of new technologies. In quantitative terms, the emissions of NOx have decreased by 65.0 %, emissions of VOC by 85.0 % and emissions of SOx by 99.1 % from 1990 to 2016. Fine particulate (PM2.5) emissions have been calculated with regard to all subsectors of the transport sector for the period 2000–2016 and during that time, PM2.5 emissions have decreased by approximately 19.2 % (Table 3.19, Vertical axis: LOÜ = VOC).

By contrast, NH3 emissions have increased by eight times during the period 1990–2016 due to changes in the road transport sector. In 1990, petrol-engined vehicles served a significant role in the road transport subsector (81 %), whereas by 2016, diesel-engined vehicles had become the dominant emission source (61 %). Therefore, from 1990 to 2007, ammonia emissions increased significantly due to the large proportion of petrol-engined vehicles in the vehicle fleet, whereas the primary emitters of ammonia were, in fact, petrol-engined vehicles that are in compliance

52 EMEP/EEA Guidebook 2016 [www] http://www.eea.europa.eu//publications/emep-eea-guidebook-2016 (9 August 2018)

51

http://www.eea.europa.eu//publications/emep-eea-guidebook-2016

with the Euro 1 and Euro 2 emission standards. As of 2008, however, ammonia emissions released from road transport vehicles have begun to decrease again for various reasons: declining share of petrol-engined vehicles, increasing share of vehicles that meet more recent emission standards and the increasing use of diesel fuel in comparison with petrol. However, the transport sector still only constitutes a marginal share of total ammonia emissions: the share of the transport sector was approximately 0.1 % in 1990, whereas by 2016, it had increased to 1.2 %.

The reduction is also apparent when comparing the changes in the emissions from the transport sector with the level recorded in 2005, which has been established as the reference year on the basis of the requirements of the NEC Directive53 and the Gothenburg protocol of the CLRTAP. In the period 2005–2016, nitrogen oxides (NOx) decreased by approximately 31.3 %, VOCs by 53.3 %, sulphur dioxides (SO2) by 84.3 %, ammonia (NH3) by 29.5 % and fine particulate matter (PM2.5) by 23.2 % (Table 3.19, Vertical axis: LOÜ = VOC).

NOx

LOÜ

SO2

NH3

PM2,5

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

Kalandus Põllumajandusmasinad Maanteetransport Kodumajapidamised Tööstusmasinad

Raudteetransport Ärisektor Siseveetransport Lennutransport, LTO

Key:


Key:

Fisheries Agricultural machinery Road transport

Households Industrial machinery Rail transport

Commercial sector Inland waterways transport Air transport, LTO

Figure 3.15. Proportion of emissions of atmospheric pollutants in the transport sector in 2016 by emission sources, %

53Directive (EU) 2016/2284 of the European Parliament and of the Council of 14 December 2016 on the reduction of national emissions of certain atmospheric pollutants, amending Directive 2003/35/EC and repealing Directive 2001/81/EC. [www] https://eur-lex.europa.eu/legal-content/ET/TXT/PDF/?uri=CELEX:32016L2284&from=EN (9 September 2018)

52


19901991

19921993

19941995

19961997

19981999

20002001

20022003

20042005

20062007

20082009

20102011

20122013

20142015

20160

5

10

15

20

25

30

35

40

NOx LOÜ SO2 NH3 PM2,5

emis

sion

s, k

t


Figure 3.16. Emissions of atmospheric pollutants in the transport sector between 1990–2016, kt

Table 3.19. Emissions of atmospheric pollutants released into ambient air from the transport sector in 1990–2016, kt


1990 37.992 19.992 6.891 0.018 ─1991 35.709 19.153 6.613 0.017 ─1992 19.572 10.137 3.936 0.009 ─1993 19.884 10.419 3.961 0.012 ─1994 22.137 12.422 4.068 0.023 ─1995 19.658 11.725 3.639 0.029 ─1996 21.049 12.285 3.862 0.037 ─1997 21.609 13.049 3.878 0.049 ─1998 22.570 12.182 4.117 0.049 ─1999 19.401 11.287 3.512 0.061 ─2000 19.313 11.241 3.152 0.109 0.9062001 20.636 10.448 0.907 0.138 0.7812002 22.445 9.439 1.108 0.144 0.9782003 20.622 7.903 0.710 0.159 0.9322004 19.499 6.811 0.614 0.161 0.9832005 19.338 6.412 0.381 0.210 0.9532006 19.545 6.391 0.335 0.241 0.9562007 19.140 6.057 0.309 0.257 0.9692008 17.132 5.162 0.262 0.254 0.8742009 15.108 4.757 0.139 0.229 0.7462010 16.433 4.309 0.128 0.212 0.7992011 15.556 3.726 0.066 0.203 0.759


53


2012 15.137 3.816 0.054 0.190 0.7592013 13.844 3.256 0.030 0.164 0.6962014 14.479 3.034 0.042 0.155 0.7612015 14.580 2.990 0.057 0.155 0.7822016 13.290 2.997 0.060 0.148 0.732

trend 1990–2016, % -65.0 -85.0 -99.1 722.2 ─

trend 2005–2016, % -31.3 -53.3 -84.3 -29.5 -23.2

54

Table 3.20. The proportion of emissions of atmospheric pollutants in the subsectors of the transport sector in 2016

NFR Subsectors Pollutant, %NOx VOC SO2 NH3 PM2.5

1A2gvii Industrial machinery 7.9 6.0 1.2 0.2 9.1

1A3ai–ii(i)

International and domestic air transport, landing and take-off (LTO) cycle

0.6 0.5 13.0 ─55 0.1

1A3bi–vii Road transport 58.9 54.4 12.4 99.2 55.0

1A3c Railway transport 5.9 2.3 0.5 0.1 2.81A3dii Inland waterway transport 4.2 5.7 48.0 0.1 9.51A4aii Commercial sector 1.2 6.0 0.1 0.0 1.71A4bii Households 0.5 15.0 0.1 0.0 1.41A4cii Agricultural machinery 19.9 9.6 19.7 0.4 20.11A4ciii Fisheries 0.9 0.4 4.9 ─56 0.3

The following chapters set out a more detailed description of the transport sector with regard to the primary polluter, i.e. road transport, as well as other mobile emission sources, covering various subsectors such as: industrial and agricultural machinery, fisheries, households, commercial sector and the railway, inland waterway and air transport.

Road transport

Road transport is the primary emission source of atmospheric pollutants in the transport sector. Emissions from road transport include emissions from the exhaust gases of various vehicle types (passenger cars, vans, trucks, buses, motorcycles, mopeds), VOCs released through the vaporisation process in fuel containers and systems of positive ignition vehicles and PM2.5

generated by mechanical deterioration of vehicle parts (tyres, brake shoes, clutch linings, etc.) and carriageway surfaces (Table 3.21).

55 NH3 emissions are not measured in the category of international and domestic air transport, landing and take-off (LTO) cycle56 NH3 emissions are not calculated in the fisheries subsector

55

Table 3.21. Distribution of road transport

NFR Name of category Description Methodology,pollutants

1A3bi Passenger cars Includes emissions of pollutants released by passenger cars


NH3, PM2.5

1A3bii Small vans Includes emissions of pollutants released by small vans


NH3, PM2.5

1A3biii Trucks and buses Includes emissions of pollutants released by trucks and buses


NH3, PM2.5

1A3biv Motorcycles and mopeds

Includes emissions of pollutants released by motorcycles and mopeds


NH3, PM2.5

1A3bv Vaporisation of petrol

Includes emissions of VOCs released through the vaporisation of petrol

Tier 3;VOC

1A3bvi Deterioration of brake shoes and tyres

Includes emissions of pollutants generated during mechanical deterioration of parts of motor vehicles (tyres, brake shoes, clutch linings, etc.)

Tier 1;PM2.5

1A3bvii Deterioration of road surfaces

Includes emissions of pollutants generated during mechanical deterioration of road surfaces

Tier 1;PM2.5

Emissions of pollutants released by road vehicles have been calculated using the European Environment Agency’s harmonised COPERT 5 model. Various source data are used for calculating emissions: number of vehicles across various categories and emission standards, annual average mileage, average ambient air temperatures, statistical fuel consumption, average travel speed and proportions thereof across road types, etc. Data concerning the number of vehicles and annual mileage is provided by the Road Administration of Estonia, data on the use of fuels by Statistics Estonia and ambient air temperatures by the Weather Service of the Environment Agency.

In 2016, the share of total emissions of pollutants generated in the transport sector represented by road transport was as follows: NOx – 58.9 %, VOC – 54.4 %, SO2 – 12.4 %, NH3 – 99.2 %, PM2.5

– 55.0 % (Key:, Table 3.20). Emissions of nitrogen oxides, non-methane volatile organic compounds and fine particulate matter generated by road transport vehicles constituted 25.0 %, 7.3 % and 5.4 % of total emissions respectively. The share represented by ammonia and sulphur dioxide emissions was marginal, constituting only 1.2 % and 0.03 %.

Emissions of pollutants from road transport vehicles has decreased significantly from 1990 to 2016: NOx by 68.8 %, VOC by 90.7 % and SO2 by 99.8 % (Horizontal axis: LOÜ = VOC, Table3.22). Restructuring of the economy in the 1990s and later also the 2009 global economic crisis had a significant impact on the reduction of emissions. At the same time, crucial reductions of emissions have been achieved thanks to the changes implemented in the transport sector, such as an increased share of vehicles equipped with a catalytic converter, the tightening of technological

56

and emission-related standards, and a reduction in fuel consumption and the number of petrol-engine vehicles. The environmental requirements applicable to liquid fuels have also become stricter year after year, which has led to a gradual transition to the use of sulphur-free liquid fuels in the transport sector and has contributed to the significant reduction of sulphur dioxide emissions (Horizontal axis: LOÜ = VOC, Table 3.22).

By contrast, ammonia emissions have increased by eight times during the period 1990–2016 due to changes in the road transport sector. The number of vehicles has grown from year to year (Key:), including a significant increase in the number of petrol-engined vehicles equipped with a three-way catalyst that conform to Euro 1 and Euro 2 emission standards, which was accompanied by additional generation of ammonia emissions. Consequently, ammonia emissions from the transport sector increased by approximately 14 times during the period 1990–2007. Ammonia emissions form road transport vehicles have begun declining again in recent years, as the share of petrol-engined vehicles has decreased and the petrol-engined vehicles that conform to newer emission standards are commonly equipped with second generation catalysts which generate less ammonia emissions. This has also caused ammonia emissions to decrease by approximately 42.4 % by 2016 in comparison with 2007.

Fine particulate (PM2.5) emissions have been recorded since 2000 and during the period 2005–2016, PM2,.5 have decreased by 38.8 % (Horizontal axis: LOÜ = VOC, Table 3.22). In addition to the generation of PM2.5 emissions as a result of incomplete fuel consumption processes, they are also released during the deterioration of vehicle parts and carriageway surfaces. PM2.5 emissions generated from exhaust gases are directly dependent on the efficiency of the combustion process, whereas the deterioration of vehicle parts and road surfaces depends on annual mileage. The majority of PM2.5 emissions still originate from exhaust gases, which constituted approximately 62.6 % of emissions in the road transport sector in 2016. The share of fine particulate emissions caused by the deterioration of vehicle parts amounts to 24.4 % and the share caused by the deterioration of road surfaces to 13.0 % (Vertical axis: LOÜ = VOC).

The quantity of fuel consumed has remained at a stable level during the period 1990–2016: A total of 30.9 PJ of fuel was consumed in 1990 and a total of 30.7 PJ in 2016. Regardless of the fact that fuel consumption has remained at a stable level in terms of quantity, changes have occurred with regard to the types of fuel used. In 1990, petrol dominated the area of liquid fuel consumption with 69.2 % (21.4 PJ). The amount of petrol used in road transport vehicles in 2016 was 10.3 PJ, which reveals a 51.8 % decrease in petrol consumption during the period 1990–2016 (Key: petrol / diesel fuel / biodiesel / bioethanol). Similar changes have also occurred in the vehicle fleet where the share of positive ignition vehicles is still declining and the share of diesel-engined vehicles increasing.

57

NOx

LOÜ

SO2

NH3

PM2,5

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

Sõiduautod Väikekaubikud Veoautod ja bussid Mootorrattad ja mopeedid

Bensiini aurustumine Piduriklotside ja rehvide kulumine Teekatete kulumine


Key:

Passenger cars Small delivery vehicles Lorries and buses

Motorcycles and mopeds Evaporation of petrol Abrasion of brake blocks and tyres

Abrasion of road surfaces

Figure 3.17. Proportion of emissions of atmospheric pollutants in the road transport sector in 2016 by emission sources, %

19901991

19921993

19941995

19961997

19981999

20002001

20022003

20042005

20062007

20082009

20102011

20122013

20142015

20160

5

10

15

20

25

30


emis

sion

s, k

t


58

Figure 3.18. Emissions of atmospheric pollutants in road transport in 1990–2016, kt

19901992

19941996

19982000

20022004

20062008

20102012

20142016

0

100

200

300

400

500

600

700

800

0

5

10

15

20

25

30

35

Sõiduautod Väikekaubikud Veoautod Mootorrattad LäbisõitKütuse tarbimine

Num

ber

of v

ehic

les,

thou

sand

Fuel

con

sum

ption

, PJ;

Ann

ual m

ileag

e, 1

09 k

m

Key:

Passenger cars Small delivery vehicles Lorries

Motorcycles Mileage Fuel consumption

Figure 3.19. Number of vehicles, annual mileage and fuel consumption during the period 1990–2016

19901991

19921993

19941995

19961997

19981999

20002001

20022003

20042005

20062007

20082009

20102011

20122013

20142015

20160

5

10

15

20

25

Bensiin Diislikütus Biodiisel Bioetanool

Fuel

con

sum

ption

, PJ

Key: petrol / diesel fuel / biodiesel / bioethanol

Figure 3.20. Fuel consumption in the road transport sector during the period 1990–2016, PJ

59

60

Table 3.22. Emissions of atmospheric pollutants released into ambient air from road transport vehicles during the period 1990–2016, kt


1990 25.100 17.556 3.212 0.016 ─1991 22.917 16.890 2.922 0.014 ─1992 11.163 8.782 1.576 0.007 ─1993 12.294 9.094 1.853 0.011 ─1994 15.879 11.620 2.343 0.021 ─1995 15.594 10.797 2.591 0.028 ─1996 16.101 11.357 2.554 0.036 ─1997 17.073 12.145 2.693 0.048 ─1998 17.675 11.253 2.897 0.048 ─1999 15.380 10.378 2.581 0.060 ─2000 15.131 10.187 2.553 0.108 0.7092001 16.573 9.308 0.579 0.137 0.5832002 15.944 7.942 0.601 0.143 0.6522003 13.731 6.398 0.293 0.157 0.5982004 13.319 5.507 0.267 0.160 0.6792005 13.199 5.317 0.063 0.209 0.6572006 13.185 5.234 0.036 0.240 0.6352007 12.798 4.857 0.037 0.256 0.6232008 11.182 4.008 0.036 0.253 0.5342009 9.467 3.511 0.012 0.228 0.4672010 9.657 3.141 0.006 0.211 0.4742011 9.776 2.639 0.008 0.202 0.4722012 9.452 2.627 0.009 0.189 0.4702013 8.888 2.275 0.008 0.163 0.4422014 8.367 1.777 0.008 0.154 0.4152015 8.250 1.690 0.009 0.154 0.4122016 7.834 1.632 0.007 0.147 0.402

trend 1990–2016, % -68.8 -90.7 -99.8 818.8 ─

trend 2005–2016, % -40.6 -69.3 -88.9 -29.7 -38.8

Other mobile emission sources

Other mobile emission sources include air transport, machinery used in the agriculture and industry subsectors, households, commercial sector, fisheries, inland waterway and railway transport (Table 3.23). Emissions have been calculated for each subsector on the basis of statistical fuel consumption provided by Statistics Estonia and the specific emissions set out in the methodology harmonised by the European Environment Agency.


61

Table 3.23. Distribution of other mobile emission sources

NFR Name of category Description Methodology,

pollutants

1A2gvii Industrial machinery

Includes emissions generated during the use of industrial machinery (cranes, excavators, milling machinery, mixing machinery, pavers and other machinery used in construction).

Tier 1; NOx, VOC, SO2, NH3, PM2.5

1A3ai–ii(i)

International and domestic air

transport, landing and take-off (LTO) cycle

Includes emissions of pollutants from international (1A3ai(i)) and domestic (1A3aii(i)) landing and take-off cycle (LTO cycle) (including helicopters, piston engine, turboprop engine or jet engine aircrafts).

Tier 2; NOx, VOC, SO2, PM2.5

1A3c Railway transport

Includes emissions of pollutants released during the use of trains and locomotives.


1A3dii Inland waterway transport

Includes emissions of pollutants released during the use of motorboats, sailboats and other crafts.


In 2016, emissions of pollutants from other mobile emission sources constituted the following of total pollutant emissions in the transport sector: NOx – 41.1 %, VOC – 45.6 %, SO2 – 87.6 %, NH3 – 0.8 %, PM2.5 – 45.0 % (Key:, Table 3.20). The proportion of NOx, VOC and PM2.5

emissions of total emissions constituted as 17.4 %, 6.1 % and 4.4 %, respectively. The share of sulphur dioxide and ammonia emissions was marginal, constituting only 0.2 % and 0.01 %.

During the period 1990–2016, emissions of pollutants (NOx, VOC, SO2, NH3) from other mobile emission sources have decreased significantly, by 57,.7 %, 43.9 %, 98.6 % and 66.7 % respectively (Key: LOÜ = VOC, Table 3.24). The restructuring of the economy in the 1990s after the restoration of independence of Estonia and later dynamic changes in the statistical time series of fuel consumption have had a great impact on the reduction of emissions. The emissions of fine particulate matter have been recorded since 2000 and during the period 2005–2016, PM2.5

62

emissions have increased by approximately 10.6 % (Key: LOÜ = VOC, Table 3.6) due to an increase in fuel consumption during said period.

In terms of other mobile emission sources, the agriculture and industry sector, inland waterway transport and railway transport constitute the highest share (Key: and Vertical axis: LOÜ = VOC, Table 3.20). Air transport, fisheries and commercial sectors are less significant. The following subchapters will provide a brief overview of pollutant emissions by other mobile emission sources.

NOx

LOÜ

SO2

NH3

PM2,5

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

Õhutransport Raudteetransport Siseveetransport Ärisektor Kodumajapidamised Tööstus Põllumajandus

Kalandus


Key:

air transport rail transport inland waterway transport commercial sector

households industry agriculture fisheries

Figure 3.21. Proportion of emissions of atmospheric pollutants of other mobile emission sources in 2016 by emission sources, %

63

19901991

19921993

19941995

19961997

19981999

20002001

20022003

20042005

20062007

20082009

20102011

20122013

20142015

20160

2

4

6

8

10

12

14


Axis Title

emis

sion

s, k

t

Key: LOÜ = VOC

Figure 3.22. Emissions of atmospheric pollutants from other mobile emission sources in 1990–2016, kt

Table 3.24. Emissions of atmospheric pollutants released into ambient air from other mobile emission sources in 1990–2016, excluding road transport, kt


1990 12.893 2.437 3.679 0.003 ─1991 12.792 2.262 3.690 0.003 ─1992 8.409 1.355 2.359 0.002 ─1993 7.590 1.325 2.108 0.002 ─1994 6.258 0.802 1.725 0.001 ─1995 4.064 0.928 1.048 0.001 ─1996 4.948 0.928 1.308 0.001 ─1997 4.536 0.904 1.185 0.001 ─1998 4.895 0.929 1.220 0.001 ─1999 4.020 0.909 0.931 0.001 ─2000 4.182 1.053 0.599 0.001 0.1962001 4.062 1.139 0.327 0.001 0.1982002 6.501 1.497 0.508 0.001 0.3262003 6.892 1.506 0.418 0.001 0.3342004 6.180 1.304 0.347 0.001 0.3052005 6.139 1.095 0.318 0.001 0.2972006 6.360 1.157 0.299 0.001 0.3212007 6.342 1.200 0.271 0.001 0.3462008 5.950 1.154 0.226 0.001 0.3402009 5.642 1.246 0.128 0.001 0.279


64


2010 6.775 1.167 0.121 0.001 0.3252011 5.779 1.087 0.059 0.001 0.2862012 5.685 1.189 0.044 0.001 0.2892013 4.956 0.981 0.021 0.001 0.2542014 6.112 1.256 0.034 0.001 0.3462015 6.330 1.300 0.048 0.001 0.3702016 5.456 1.366 0.053 0.001 0.329

trend 1990–2016, % -57.7 -43.9 -98.6 -66.7 ─

trend 2005–2016, % -11.1 24.7 -83.3 2.6 10.8

Air transport

Emission of pollutants from air transport are calculated on the basis of the quantity of fuel used and specific emissions, accounted for in terms of numbers of aviation operations and types of aircraft separately. Emissions are calculated for both international and domestic flights through airports; these are, in turn, broken down into emissions generated during the landing and take-off cycle (hereinafter ‘LTO cycle’) and emissions generated during the flight phase. National emissions include emissions generated during the LTO cycle, whereas emissions generated during the flight phase are presented merely as additional information in international reporting and are not reflected in national emissions.

The proportion of pollutant emissions generated during the LTO cycle of air transport is marginal when considering total emissions from the transport sector. In 2016, the proportion of emissions from the LTO cycle was as follows: NOx – 0.6 %, VOC – 0.5 % and PM2.5 – 0.1 % (Key:, Table 3.20). However, the share represented by sulphur dioxide emissions was higher, constituting approximately 13.0 % of total emissions in the transport sector (Key:, Table 3.20). International air transport is the biggest source of emissions, constituting 98.1 % of total NOx, 78.4 % of total VOC, 96.7 % of total SO2 and 78.7 % of total PM2.5 emissions generated during the LTO cycle. This is due to the large share represented by international flights (72.4 % of aviation operations in 2016) as well as the fact that international flights are mostly performed by jet aircraft (66.6 %), which generate more emissions. The share represented by domestic air transport in terms of emissions of pollutants is low, as there are far fewer domestic flights (27.6 % of aviation operations in 2016) and these are usually performed by small-piston-engine aircraft, which generate less of the sector’s emissions.

In comparison with the year 1990, the emissions of NOx, VOC and SO2 from the LTO cycle of air transport have increased by 57.7 %, 25.0 % and 41.7 % respectively by 2016 (Key: LOÜ =VOC, Table 3.25). The emissions of fine particulate matter have also increased by approximately 20.5 % during the period 2005–2016 (Key: LOÜ = VOC, Table 3.25). The increase in emissions is primarily a result of growing air traffic and the increase in aviation fuel consumption. During the period 1992–2016, the number of flight operations has increased by approximately three times and the consumption of aviation fuel during the period 1990–2016 by 43.7 %.

65

19901991

19921993

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19981999

20002001

20022003

20042005

20062007

20082009

20102011

20122013

20142015

20160.00

0.02

0.04

0.06

0.08

0.10

0.12


emis

sion

s, k

t

Key: LOÜ = VOC

Figure 3.23. Emissions of atmospheric pollutants from the LTO cycle of air transport in 1990–2016, kt

Table 3.25. Emissions of atmospheric pollutants released into ambient air from air transport during the period 1990–2016, kt


60

1990 0.052 0.012 0.006 ─ ─1991 0.052 0.012 0.006 ─ ─1992 0.018 0.004 0.002 ─ ─1993 0.019 0.004 0.002 ─ ─1994 0.019 0.004 0.002 ─ ─1995 0.030 0.007 0.003 ─ ─1996 0.038 0.009 0.004 ─ ─1997 0.036 0.008 0.004 ─ ─1998 0.039 0.009 0.004 ─ ─1999 0.037 0.008 0.004 ─ ─2000 0.033 0.012 0.004 ─ 0.0002001 0.033 0.010 0.004 ─ 0.0002002 0.034 0.012 0.004 ─ 0.0002003 0.042 0.010 0.004 ─ 0.0002004 0.057 0.011 0.006 ─ 0.0002005 0.078 0.015 0.008 ─ 0.0012006 0.076 0.013 0.008 ─ 0.001

59 NH3 emissions are not released60 PM2.5 emissions were not reported in the period 1990–1999

66


2007 0.090 0.013 0.009 ─ 0.0012008 0.112 0.016 0.010 ─ 0.0012009 0.075 0.010 0.007 ─ 0.0012010 0.071 0.010 0.007 ─ 0.0012011 0.087 0.013 0.008 ─ 0.0012012 0.083 0.015 0.008 ─ 0.0002013 0.075 0.013 0.007 ─ 0.0002014 0.076 0.015 0.007 ─ 0.0002015 0.079 0.015 0.007 ─ 0.0012016 0.082 0.015 0.008 ─ 0.001

trend 1990–2016, % 57.7 25.0 41.7 ─ ─

trend 2005–2016, % 5.1 0.0 3.2 ─ -20.5

Railway transport

The railway transport sector includes emissions of pollutants released during the use of trains and locomotives, which have been calculated on the basis of statistical fuel consumption provided by Statistics Estonia and the specific emissions set out in the methodology harmonised by the European Environment Agency.

In 2016, the proportion of emissions of NOx, VOC, SO2, NH3 and PM2.5 generated by railway transport constituted the following of all emissions in the transport sector: NOx – 5.9 %, VOC – 2.3 %, SO2 – 0.5 %, NH3 – 0.1 % and PM2.5 – 2.8 % (Figure 3.1, Table 3.2).

Emissions of pollutants (NOx, VOC, SO2, NH3) from railway transport have decreased significantly during the period 1990–2016, i.e. 67.7 %, 68.8 %, 99.9 % and 67.4 % respectively (Key: LOÜ = VOC, Table 3.26). PM2.5 emissions have decreased by approximately 63.8 % during the period 2005–2016. The reduction in emissions has been caused by changes in the transport and economic sector: freight and passenger turnover has declined which has also led to a decrease in fuel consumption. The gradual decrease in the sulphur content of fuels has also triggered a significant reduction in sulphur dioxide emissions.

The carriage of passengers by railway has declined significantly during the period 1990–2013 (from 23.1 million passengers to 4.2 million passengers), but has started an upward climb again as of 2014 with regard to the completion of innovations and reconstruction works in the railway sector. The fuel consumption in the railway sector and therefore also the emissions of pollutants have decreased in recent years, regardless of the growing number of passengers. This trend is also apparent in freight transport volumes and freight turnover: the turnover of railway transport has gradually decreased since 2011 and the reduction has been the most significant in the area of international carriage. The reduction in freight volume is, first and foremost, a result of Russia’s increased use of local ports for the transport of transit goods abroad instead of combining the services of railway transport and Estonian ports, and certainly also stems from the mutual sanctions established between the EU and Russia in the second semester of 2014, which continue

67

to impact the development of the railway sector (Ministry of Economic Affairs and Communications, Economic Outlook 201661).

1990

1991

1992

1993

1994

1995

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007

2008

2009

2010

2011

2012

2013

2014

2015

2016

0.0

0.5

1.0

1.5

2.0

2.5

3.0


emis

sion

s, k

t

Key: LOÜ = VOC

Figure 3.24. Emissions of atmospheric pollutants in railway transport in 1990–2016, kt

Table 3.26. Emissions of atmospheric pollutants released into ambient air from railway transport during the period 1990–2016, kt


1990 2.431 0.224 0.567 0.0003 ─1991 2.278 0.213 0.559 0.0003 ─1992 1.685 0.153 0.364 0.0002 ─1993 1.791 0.163 0.388 0.0002 ─1994 1.791 0.163 0.390 0.0002 ─1995 1.736 0.157 0.365 0.0002 ─1996 1.897 0.173 0.413 0.0003 ─1997 1.736 0.157 0.363 0.0002 ─1998 2.203 0.197 0.433 0.0003 ─1999 2.411 0.214 0.463 0.0003 ─2000 2.254 0.200 0.177 0.0003 0.0602001 2.097 0.187 0.167 0.0003 0.0562002 2.673 0.237 0.199 0.0004 0.0702003 2.358 0.209 0.170 0.0003 0.0622004 2.044 0.181 0.153 0.0003 0.0532005 2.201 0.195 0.168 0.0003 0.0582006 2.306 0.205 0.168 0.0003 0.0602007 1.939 0.172 0.121 0.0003 0.051

61 Ministry of Economic Affairs and Communications. Economic Outlook 2016. [www] https://www.mkm.ee/sites/default/files/majandusulevaade_2016.pdf (9 September 2018)62 PM2.5 emissions were not reported in the period 1990–1999

68

https://www.mkm.ee/sites/default/files/majandusulevaade_2016.pdf


2008 1.362 0.121 0.050 0.0002 0.0362009 1.834 0.163 0.050 0.0002 0.0482010 2.620 0.233 0.070 0.0004 0.0692011 1.782 0.158 0.001 0.0002 0.0472012 1.581 0.140 0.001 0.0002 0.0412013 1.368 0.121 0.001 0.0002 0.0362014 1.050 0.093 0.000 0.0001 0.0272015 0.996 0.088 0.000 0.0001 0.0262016 0.786 0.070 0.000 0.0001 0.021

trend 1990–2016, % -67.7 -68.8 -99.9 -67.4 ─

trend 2005–2016, % -64.3 -64.1 -99.8 -64.3 -63.8

Inland waterway transport

Emissions from inland waterway transport include emissions released during the use of motorboats, sailboats and other crafts. Emissions have been calculated on the basis of statistical fuel consumption provided by Statistics Estonia and the specific emissions set out in the methodology harmonised by the European Environment Agency.

In 2016, emissions of pollutants from inland waterway transport constituted the following of total pollutant emissions in the transport sector: NOx – 4.2 %, VOC – 5.7 %, SO2 – 48.0 %, NH3

– 0.1 % and PM2.5 – 9.5 % (Figure 3.1, Table 3.2).

In 2016, emissions of NOx, VOC and NH3 increased around two to three times in comparison with 1990 (Key: LOÜ = VOC, Table 3.27). However, sulphur dioxide emissions decreased significantly during the period under consideration (58.6 %), which is a direct result of consistent and appropriate reduction of sulphur content in liquid fuels. Similarly to other pollutants, PM2.5

emissions have also increased by approximately two times during the period 2000–2016 (Key:LOÜ = VOC, Table 3.27).

69

1990

1991

1992

1993

1994

1995

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007

2008

2009

2010

2011

2012

2013

2014

2015

2016

0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9


Axis Title

emis

sion

s, k

t

Key: LOÜ = VOC

Figure 3.25. Emissions of atmospheric pollutants in inland waterway transport in 1990–2016, kt

Table 3.27. Emissions of atmospheric pollutants in inland waterway transport during the period 1990–2016, kt


1990 0.269 0.052 0.070 0.00005 ─1991 0.269 0.052 0.070 0.00005 ─1992 0.192 0.037 0.050 0.00004 ─1993 0.192 0.037 0.050 0.00004 ─1994 0.154 0.030 0.040 0.00003 ─1995 0.154 0.030 0.040 0.00003 ─1996 0.269 0.052 0.070 0.00005 ─1997 0.230 0.045 0.060 0.00004 ─1998 0.230 0.045 0.060 0.00004 ─1999 0.202 0.039 0.053 0.00004 ─2000 0.269 0.052 0.028 0.00005 0.0322001 0.269 0.052 0.028 0.00005 0.0322002 0.422 0.082 0.044 0.00008 0.0512003 0.346 0.067 0.036 0.00006 0.0412004 0.307 0.060 0.032 0.00006 0.0372005 0.307 0.060 0.032 0.00006 0.0372006 0.422 0.082 0.044 0.00008 0.0512007 0.653 0.127 0.068 0.00012 0.0782008 0.768 0.149 0.080 0.00014 0.0922009 0.307 0.060 0.032 0.00006 0.0372010 0.307 0.060 0.016 0.00006 0.037


70


2011 0.192 0.037 0.010 0.00004 0.0232012 0.169 0.033 0.009 0.00003 0.0202013 0.170 0.033 0.009 0.00003 0.0202014 0.361 0.070 0.019 0.00007 0.0432015 0.477 0.140 0.025 0.00009 0.0602016 0.554 0.171 0.029 0.00010 0.070

trend 1990–2016, % 105.9 228.8 -58.6 107.3 ─

trend 2005–2016, % 80.5 185.0 -9.4 81.4 89.2

Commercial sector

The emissions of pollutants in the commercial sector include pollutant emissions from the machinery and equipment used in the commercial and public service sector and the military sector. Emissions have been calculated on the basis of statistical fuel consumption provided by Statistics Estonia and the specific emissions set out in the methodology harmonised by the European Environment Agency.

In 2016, the proportion of the commercial sector in total emissions of pollutants generated in the transport sector constituted the following: NOx – 1.2 %, VOC – 6.0 %, SO2 – 0.1 %, NH3 – 0.03 % and PM2.5 – 1.7 % (Figure 3.1, Table 3.2).

The emissions of pollutants (NOx, VOC, SO2, NH3) from the commercial sector have varied significantly during the period 1990–2016 due to statistical fuel consumption in the given sector. However, emissions have decreased significantly by 2016, i.e. by 60.7 %, 63.6 %, 100.0 % and 60.8 % respectively (Key: LOÜ = VOC, Table 3.28). PM2.5 emissions have decreased by approximately 35.0 % during the period 2005–2016.

19901991

19921993

19941995

19961997

19981999

20002001

20022003

20042005

20062007

20082009

20102011

20122013

20142015

20160.0

0.1

0.2

0.3

0.4

0.5

0.6


emis

sion

s, k

t

Key: LOÜ = VOC

71

Figure 3.26. Emissions of atmospheric pollutants in the commercial sector in 1990–2016, kt

Table 3.28. Emissions of atmospheric pollutants released into ambient air from the commercial sector during the period 1990–2016, kt

Year NOx VOC SO2 NH3 PM2.5 64

1990 0.397 0.495 0.124 0.0001 ─1991 0.495 0.505 0.154 0.0001 ─1992 0.359 0.037 0.110 0.0001 ─1993 0.101 0.237 0.032 0.0000 ─1994 0.131 0.014 0.040 0.0000 ─1995 0.296 0.258 0.092 0.0001 ─1996 0.163 0.017 0.050 0.0000 ─1997 0.131 0.014 0.040 0.0000 ─1998 0.186 0.159 0.058 0.0000 ─1999 0.182 0.135 0.056 0.0000 ─2000 0.180 0.145 0.056 0.0000 0.0142001 0.177 0.153 0.006 0.0000 0.0142002 0.112 0.270 0.004 0.0000 0.0112003 0.172 0.204 0.004 0.0000 0.0142004 0.269 0.169 0.005 0.0001 0.0202005 0.297 0.052 0.001 0.0001 0.0202006 0.326 0.043 0.001 0.0001 0.0212007 0.320 0.033 0.001 0.0001 0.0212008 0.346 0.036 0.001 0.0001 0.0222009 0.279 0.204 0.000 0.0001 0.0212010 0.439 0.045 0.000 0.0001 0.0282011 0.202 0.058 0.000 0.0000 0.0142012 0.201 0.141 0.000 0.0001 0.0152013 0.312 0.058 0.000 0.0001 0.0212014 0.262 0.167 0.000 0.0001 0.0192015 0.242 0.143 0.000 0.0001 0.0172016 0.156 0.180 0.000 0.0000 0.013

trend 1990–2016, % -60.7 -63.6 -100.0 -60.8 -7.1

trend 2005–2016, % -47.5 246.2 -93.9 -45.4 -35.0

Households

The households sector includes emissions of pollutants released during the use of household machinery (lawn mowers and tractors, trimmers, saws, snowmobiles, etc.) Emissions have been calculated on the basis of statistical fuel consumption provided by Statistics Estonia and the 64 PM2.5 emissions were not reported in the period 1990–1999

72

specific emissions set out in the methodology harmonised by the European Environment Agency.

In 2016, emissions of pollutants from households constituted the following of total pollutant emissions in the transport sector: NOx – 0.5 %, VOC – 15.0 %, SO2 – 0.1 %, NH3 – 0.0 2% and PM2.5 – 1.4 % (Key:, Table 3.20).

Unlike other mobile emission sources, emissions of pollutants (NOx, VOC, NH3, PM2.5) released from households have increased significantly during the period 1990–2016, for instance, the emissions of nitrogen oxides have increased by 11 times, emissions of organic compounds by four times (Key: LOÜ = VOC, Table 3.29). Estimated emissions in households have increased year by year due to an increase in fuel consumption. However, emissions of sulphur dioxide have reduced significantly over the given period (97.6 %) thanks to the gradual transition to the use of sulphur-free liquid fuels. PM2.5 emissions have increased by approximately 11.1 % during the period 2005–2016 (Key: LOÜ = VOC, Table 3.29).

19901991

19921993

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20160.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7


Key: LOÜ = VOC

Figure 3.27. Emissions of atmospheric pollutants in the households sector in 1990–2016, kt

Table 3.29. Emissions of atmospheric pollutants released into ambient air from the households sector in 1990–2016, kt


1990 0.006 0.104 0.002 0.00000 ─1991 0.005 0.117 0.002 0.00000 ─1992 0.010 0.126 0.003 0.00000 ─1993 0.015 0.138 0.005 0.00001 ─1994 0.023 0.127 0.008 0.00001 ─1995 0.035 0.254 0.012 0.00001 ─1996 0.032 0.360 0.011 0.00001 ─


73


1997 0.040 0.383 0.014 0.00002 ─1998 0.028 0.220 0.009 0.00001 ─1999 0.038 0.357 0.013 0.00002 ─2000 0.047 0.463 0.016 0.00002 0.0092001 0.052 0.572 0.006 0.00002 0.0112002 0.051 0.530 0.005 0.00002 0.0102003 0.054 0.523 0.002 0.00002 0.0102004 0.054 0.471 0.002 0.00002 0.0102005 0.056 0.447 0.000 0.00002 0.0092006 0.059 0.474 0.000 0.00002 0.0102007 0.065 0.499 0.000 0.00003 0.0112008 0.063 0.509 0.000 0.00002 0.0112009 0.060 0.496 0.000 0.00002 0.0102010 0.063 0.477 0.000 0.00002 0.0102011 0.052 0.456 0.000 0.00002 0.0092012 0.063 0.475 0.000 0.00002 0.0102013 0.061 0.440 0.000 0.00002 0.0102014 0.064 0.450 0.000 0.00002 0.0102015 0.065 0.441 0.000 0.00002 0.0102016 0.066 0.451 0.000 0.00002 0.010

trend 1990–2016, % 1 000.0 333.7 -97.6 633.8 ─

trend 2005–2016, % 17.9 0.9 -88.8 12.0 11.1

Industrial machinery

The industry sector includes emissions of pollutants generated during the use of industrial machinery (cranes, excavators, milling machinery, mixing machinery, pavers and other machinery used in construction). Emissions have been calculated on the basis of statistical fuel consumption provided by Statistics Estonia and the specific emissions set out in the methodology harmonised by the European Environment Agency.

In 2016, the proportion of the industry sector of total emissions of pollutants generated in the transport sector constituted the following: NOx – 7.9 %, VOC – 6.0 %, SO2 – 1.2 %, NH3 – 0.2% and PM2.5 – 9.1 % (Key:, Table 3.20).

In 2016, emissions of pollutants (NOx, VOC, SO2, NH3) from industrial machinery have decreased significantly in comparison with 1990, by 80.3 %, 72.6 %, 100.0 % and 79.8 % respectively (Key: LOÜ = VOC, Table 3.30). PM2.5 emissions have increased by approximately 20.0 % in 2016 in comparison with 2005. The increase in emissions is directly linked to the increase in fuel consumption in the given period.

74

1990

1991

1992

1993

1994

1995

1996

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2000

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2002

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2004

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2011

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2014

2015

2016

0

1

2

3

4

5

6


emis

sion

s, k

t

Key: LOÜ = VOC

Figure 3.28. Emissions of atmospheric pollutants in the industry sector in 1990–2016

Table 3.30. Emissions of atmospheric pollutants released into ambient air from the industry sector in 1990–2016, kt


1990 5.329 0.660 1.632 0.0013 ─1991 5.445 0.636 1.668 0.0013 ─1992 2.958 0.361 0.906 0.0007 ─1993 2.700 0.334 0.827 0.0007 ─1994 2.721 0.300 0.834 0.0007 ─1995 0.635 0.084 0.195 0.0002 ─1996 1.226 0.145 0.376 0.0003 ─1997 1.144 0.137 0.350 0.0003 ─1998 0.954 0.135 0.292 0.0002 ─1999 0.558 0.076 0.171 0.0001 ─2000 0.496 0.069 0.128 0.0001 0.0322001 0.670 0.069 0.055 0.0002 0.0432002 0.700 0.091 0.047 0.0002 0.0452003 1.006 0.177 0.032 0.0003 0.0642004 0.855 0.107 0.016 0.0002 0.0552005 0.855 0.107 0.003 0.0002 0.0552006 1.019 0.124 0.003 0.0003 0.0652007 1.051 0.127 0.003 0.0003 0.0672008 0.948 0.103 0.002 0.0002 0.0612009 0.823 0.103 0.001 0.0002 0.0532010 1.019 0.124 0.015 0.0003 0.065


75

2011 0.671 0.074 0.001 0.0002 0.0432012 0.888 0.110 0.001 0.0002 0.0572013 0.655 0.075 0.000 0.0002 0.0422014 1.007 0.122 0.001 0.0002 0.0652015 1.112 0.126 0.001 0.0003 0.0722016 1.049 0.181 0.001 0.0003 0.066

trend 1990–2016, % -80.3 -72.6 -100.0 -79.8 ─

trend 2005–2016, % 22.7 69.2 -66.7 25.6 20.0

Agricultural machinery and fisheries

The agriculture and fisheries sector includes emissions of pollutants generated during the use of agricultural machinery (tractors, combine harvesters, spreaders, etc.) and released during fishing from inland waters, coastal waters and deep-sea fishing. Emissions have been calculated on the basis of statistical fuel consumption provided by Statistics Estonia and the specific emissions set out in the methodology harmonised by the European Environment Agency.

In 2016, emissions of pollutants from agriculture and fisheries constituted the following of total pollutant emissions in the transport sector: NOx – 20.8 %, VOC – 10.0 %, SO2 – 24.7 %, NH3 – 0.4 %, PM2.5 – 20.4 % (Key:, Table 3.20).

During the period 1990–2016, emissions of pollutants (NOx, VOC, SO2, NH3) have decreased significantly, i.e. by 37.3 %, 66.4 %, 98.8 % and 42.9 % respectively (Key: LOÜ = VOC, Table3.31). PM2.5 emissions have increased by 26.3 % in 2016 in comparison with 2005. The increase in emissions is directly linked to the increase in fuel consumption in the given period.

19901991

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20022003

20042005

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20102011

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20142015

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0.5

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2.0

2.5

3.0

3.5

4.0

4.5

5.0


Axis Title

emis

sion

s, k

t

Key: LOÜ = VOC

76

Figure 3.29. Emissions of atmospheric pollutants in the agriculture and fisheries sector in 1990–2016, kt

Table 3.31. Emissions of atmospheric pollutants released into ambient air from the agriculture sector and fisheries in 1990–2016, kt


1990 4.409 0.889 1.278 0.0011 ─1991 4.249 0.727 1.232 0.0010 ─1992 3.188 0.636 0.924 0.0008 ─1993 2.772 0.412 0.804 0.0007 ─1994 1.420 0.164 0.412 0.0003 ─1995 1.179 0.139 0.342 0.0003 ─1996 1.324 0.172 0.384 0.0003 ─1997 1.220 0.162 0.354 0.0003 ─1998 1.255 0.165 0.364 0.0003 ─1999 0.593 0.079 0.172 0.0001 ─2000 0.903 0.111 0.190 0.0002 0.0502001 0.765 0.097 0.062 0.0002 0.0422002 2.509 0.276 0.204 0.0006 0.1392003 2.914 0.316 0.170 0.0006 0.1422004 2.594 0.304 0.135 0.0005 0.1302005 2.344 0.219 0.107 0.0005 0.1182006 2.153 0.217 0.076 0.0005 0.1132007 2.225 0.229 0.070 0.0005 0.1172008 2.351 0.220 0.082 0.0005 0.1182009 2.264 0.210 0.037 0.0004 0.1092010 2.256 0.219 0.013 0.0005 0.1152011 2.794 0.290 0.039 0.0006 0.1502012 2.701 0.275 0.026 0.0006 0.1452013 2.316 0.240 0.004 0.0005 0.1252014 3.292 0.339 0.007 0.0008 0.1812015 3.359 0.347 0.014 0.0008 0.1842016 2.763 0.299 0.015 0.0006 0.149

trend 1990–2016, % -37.3 -66.4 -98.8 -42.9 ─

trend 2005–2016, % 17.9 36.5 -86.0 31.8 26.3

3.2. Policy priorities in the transport sector

The transport sector is the primary source of NOx, VOC and PM2.5 emissions in Estonia. In 2016, emissions released from mobile emission sources into ambient air constituted 42.5 % of total NOx emissions, 13.3 % of VOC emissions and 9.8 % of PM2.5 emissions in Estonia. Therefore, this sector is also extremely important for achieving long-term national and international targets in terms of environmental conservation and energy saving potential. The following subchapters 67 PM2.5 emissions were not reported in the period 1990–1999

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set out the policy priorities for the transport sector, i.e. the most important development plans and legislation that affect the sector.


The key documents affecting the development and implementation of various measures in the transport sector are the transport development plan 2014–202068, NDPES 203069 and GPCP 205070. The objectives and measures set out in the transport development plan have been used as a basis for the development of energy consumption measures for the transport sector in the NDPES 2030; these, in turn, have been used in formulating the objectives of the GPCP 2050. Certain objectives, measures and activities overlap, as the development plans are closely linked to each other.

68 Ministry of Economic Affairs and Communications. Transport development plan 2014–2020. [www] https://www.mkm.ee/sites/default/files/transpordi_arengukava.pdf (22 October 2018)69 Ministry of Economic Affairs and Communications. National development plan of the energy sector until 2030. [www] https://www.mkm.ee/sites/default/files/enmak_2030.pdf (22 October 2018)70 Ministry of the Environment. General principles of climate policy 2050. [www] https://www.envir.ee/sites/default/files/kpp_2050.pdf (22 October 2018)

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https://www.envir.ee/sites/default/files/kpp_2050.pdf


https://www.mkm.ee/sites/default/files/transpordi_arengukava.pdf

Transport development plan 2014–2020The transport development plan is a planning document that sets out the development areas of the transport sector and its primary aim is to ensure a need for the movement of people and goods in a convenient, quick, safe and sustainable manner. In addition, one of the objectives of the transport development policy is to reduce the environmental impact of the transport sector. Since it is an energy-intensive sector (fuel consumption stood at 37.8 PJ in 2016), the transport sector also has excellent potential for the reduction of adverse environmental impacts on human health and the natural environment.

A number of different approaches have been planned in regard to decreasing the effects arising from the transport sector, such as: management of traffic demand by replacement and reduction of forced travels, preferring more sustainable modes of travel over the use of cars, adoption of new technologies, including alternative fuels, and mitigation of adverse external effects. The development plan sets out sub-objectives and the necessary measures for achievement of the objectives listed, which are described in more detail in Table 3.32.

Table 3.32. Objectives and measures included the transport development plan 2014–2020 and the impact thereof on pollutant emissions

Objectives and measures Impact on the reduction of pollutant emissions

Convenient and smart mobility

Activities involving traffic management (reduction of forced travels and facilitation of various modes of travel) have a positive impact: reduction in emissions of pollutants

Replacement of forced travels

Preferring electronic solutions in shaping the services of the public sector and development of remote work options, which reduce forced travels and therefore have a positive impact: reduction in emissions of pollutants

Reduction of forced travelsImproved linkage of spatial and transport planning has a positive impact: reduction in emissions of pollutants

Favouring more sustainable modes of travel

Improvement of travel opportunities is based on environmental and resource sustainability, which also emphasises the synergy between various modes of travel, thus resulting in a positive impact: reduction in emissions of pollutants

Development of intelligent transport systems

Development of the infrastructure for the collection of data on the transport system, integrated travel planning and developments concerning transport-related information have an indirect negative impact.

Reduction in the environmental impact of transport

Adoption of new technologies in the transport sector has a positive impact: reduction in emissions of pollutants

Promoting the use of renewable fuels in The use of biofuels (bioethanol and biodiesel)

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road transport

has a neutral effect on the pollutants included in the NEC Directive (positive impact on GHG emissions). The impact of biofuels on the pollutants included in the NEC Directive requires additional studies.Promoting the use of other renewable energy sources (electricity, biogas, etc.), transitioning public transport to renewable energy and influencing the structure of vehicle use have a positive impact: reduction in emissions of pollutants

Improving the efficiency of the car fleetPreferring more economical vehicles has a positive impact: reduction in emissions of pollutants

Convenient and modern transport

Planning of connections, development of service standards and continuing with investments makes public transport more attractive and improves competitiveness. The sub-objective has an indirect positive impact.

Development of national transport links Indirect positive impactDevelopment of regional transport links Indirect positive impactDevelopment of local transport links Indirect positive impactIntegration of public transport and accessibility Indirect positive impact

International travel links that support tourism and entrepreneurship

Development of the tourism sector and the internationalisation of entrepreneurship is accompanied by growing travel needs (road transport, railway transport, air traffic and maritime links), which may lead to an increase in emissions of pollutants.The creation of better connections between various transfers of modes of transportation has a positive impact on the emissions of pollutants.

Development of air links An increase in the number of air passengers and regular flights is accompanied by an increase in emissions of pollutants.The development of the links of Tallinn Airport with other modes of transport increases the accessibility of public transportation which in turn has a positive impact on emissions of pollutants.Investments to decreasing the environmental impact of Tallinn Airport have a positive

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impact.

Development of maritime links

Emissions of pollutants may increase in the case that the number of tourists and ferries visiting the Tallinn Old Port keep growing.Improvement of the connections of the Tallinn Old Port with other modes of transport increases the accessibility of public transportation, having a positive impact on emissions of pollutants.

Development of road links

The reconstruction of important roads and promotion of railway traffic will continue in view of servicing international travels. The majority of travels are assumed to continue on roads which will result in an increase in emissions.

Development of passenger train links

The development of Rail Baltic, renewal of rolling stock and the creation of connections that do not involve a change of train will improve the role of railway traffic and the attractiveness of railway transport, which will, in turn, have a positive impact on the emissions of pollutants.

The volume of international transport of goods has increased

The growing volume of goods has a negative impact on the emissions of pollutants.

Development of the infrastructure necessary for the transport of goods

Planning, development, maintenance and burdening of the capacity of the TEN-T network by modes of transport and other similar activities have a significant impact on the emissions generated through international transport of goods, which are directly dependent on the share of various modes of transport and the steering of development within the transport sector. An increase in the volume of goods has adverse effects: increase in emission of pollutants.

Development of an area of justice that favours international carriage

A more open market of transport services is accompanied by adverse effects as the given measure facilitates the growth of international transport of goods, which will, in turn, lead to an increase in pollutant emissions.

The amount and volume of actual travels will be reduced by replacement and reduction of forced travels as well as by favouring more sustainable modes of travel, thus leading to a decrease in emissions of pollutants generated from the transport sector. The impact of given methods is

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direct and has great potential, however, the implementation of the measures and achievement of the expected result may take time.

The measures implemented for the purpose of reducing the environmental effects of transport will directly contribute to reducing emissions. Adoption of eco-friendly and economical vehicles have a great and direct impact on pollutant emissions. However, the magnitude of the general impact of a measure depends on the speed of renewing the vehicle fleet. The use of renewable fuels in the transport sector in the context of biofuels will indeed reduce GHG emissions generated and thereby replace the use of fossil fuels, however, the impact remains neutral in terms of emissions of pollutants released to ambient air, since the EMEP/EEA Guidebook 2016 considers the impact of biofuels similar to that of fossil fuels on the basis of the methodology used for the calculation of emissions.

The measures planned for fulfilling the objective of developing public transport links will decrease travels by personal vehicles and the measures have a great impact in circumstances where the public transport is at a level that provides a convenient and accessible alternative for the use of a private vehicle. Currently, the use of private vehicles continues to grow among working residents, whereas the preference of public transport and other modes of transport is declining, which means that the impact of these measures will remain relatively small in the upcoming years.

The activities implemented for the purpose of developing international freight transport and travel links have a significant impact, however, the magnitude thereof is largely dependent on the increase or reduction rate in the freight transport and the mode of transport. An increase in the volume of goods is contrary to the environmental goals and the objectives on reducing the growth of transport demand, however, the planning and implementation of various measures may mitigate the adverse effects arising from the increase in international freight transport. One preferred solution for reducing environmental effects would be to favour railway transport or waterborne transport over road transport.

The sub-objectives set out in the development plan are expected to slow down the negative environmental impacts (including GHG emissions, noise, nitrogen, sulphur, particulates, etc.) in the transport sector by the end of the period, first and foremost, as a result of the progress made in the use of new technologies in road transport vehicles and a reduction in car use. The impact of various measures has been mainly assessed in terms of GHG and the air quality of conurbations, due to which the development plan does not provide a direct quantitative assessment on total emissions of atmospheric pollutants. At the same time, it can be assumed that specific targeted measures and activities have a positive impact on the reduction of emissions of atmospheric pollutants as well (excluding biofuels which have a neutral effect).

National development plan of the energy sector until 2030 (NDPES 2030)The overall objective of the NDPES 2030 is to ensure energy supply in compliance with long-term EU energy and climate policy objectives that would simultaneously contribute to the improvement of the economic climate and environmental status of Estonia and ensure long-term growth of competitiveness. Increased sustainability of the energy supply and consumption in Estonia can be achieved by more efficient use of primary energy. The measures that can achieve the long-term objectives for the transport sector include increasing the adoption of alternative

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fuels in the transport sector, reducing the need for motorised individual transportation and establishment of an efficient vehicle fleet.

Table 3.33 sets out an overview of the measures implemented under the NDPES 2030 for the purpose of fulfilling the sub-objective concerning more efficient use of primary energy and the activities conducted in this regard, as well as their estimated impact on the emissions of pollutants.

Table 3.33. Measures and activities of the NDPES 2030 for fulfilling the objective concerning more efficient use of primary energy and the impact thereof on emissions of pollutants

Measures and activities Impact on the reduction of pollutant emissions

Increasing the adoption of alternative fuels in transport

The use of biofuels (bioethanol and biodiesel) has a neutral effect on the pollutants included in the NEC Directive (positive impact on GHG emissions). The impact of biofuels on the pollutants included in the NEC Directive requires additional studies.Promoting the use of other renewable energy sources (electricity, biogas, etc.), transitioning public transport to renewable energy and influencing the structure of vehicle use have a positive impact: reduction in emissions of pollutants

Establishment of biomethane plantsEstablishment of a biomethane petrol station networkAdaptation of the vehicle fleet to the use of biomethaneStipulation of legal requirements for the production and distribution of biofuelsEstablishment of a bioethanol plantUse of the production waste of bioethanol as a renewable fuel or animal feedResearch concerning biofuels

Reduction of the demand for motorised individual transport

Reducing the share of passenger cars in transport demand, increasing share of public transport and preventing the continuing growth of energy consumption by the vehicle fleet have a positive impact: reduction in fuel consumption and emissions of pollutants

Increasing fuel excise duty and amendment of taxing principles

Increasing the excise duty of fuels used in transport and/or making it dependent on the energy content of fuels and the carbon footprint has a positive impact: reduction in fuel consumption and emission of pollutants

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Renewal of parking policies of cities to regulate the use of cars

Renewal of parking requirements in cities and reducing the subsidisation of parking spots for cars will facilitate the use of public transport and create better conditionsfor rearranging public transport, non-motorised traffic and city streets andshaping land use. Positive impact: reduction in fuel consumption and emissions of pollutants

Increasing the share of public transport

Development of public transport services and the accessibility thereof will increase the share of public transport and decrease the share of passenger cars. Positive impact: reduction in fuel consumption and emissions of pollutants

Development of non-motorised traffic in cities

Development of accessibility and traffic conditions for non-motorised road users, development of a cycle track network andsafe cycling opportunities, facilitation of safe parking and bicycle sharing have a positive impact: preferential use of non-motorised traffic which is accompanied by a reduction in fuel consumption and emissions of pollutants

Shaping land use for the purpose of reducing urban sprawl and car-dependency.

Prevention of urban sprawl and car-dependency during the planning ofdevelopment activities causing settlement and traffic in order to shape efficient public transport corridors, and compactand attractive centres of gravity. Positive impact: accompanied by a reduction in forced travels and therefore also in fuel consumption and emissions of pollutants

Restructuring of city streets to improve public transport and non-motorised traffic

Restructuring of road space in order to promote safe travel, public transport, travel by foot and bicycle, as well as the local living and business environment. Positive impact: reduction in fuel consumption and emissions of pollutants

Development of the mobility arrangement of cities and companies

Systematic analysis of the mobility of cities and larger institutions and active promotion of public transport, non-motorised traffic,short-term car rental and sharing. Positive impact: reduction in fuel consumption and emissions of pollutants

Promotion of remote work Development of remote work centres, joint office spaces, enabling flexible work hours and working from home. Positive impact: reduction

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in fuel consumption and emissions of pollutants

Development of car sharing and short-term rental

Synergy between collective ICT solutions for car sharing and short-term rental systems, as well as between public transport and short-term car rental, improvement of accessibility of short-term rental services, which can help reduce possession of one or several personal cars by city residents, supplement the public transport system in sparsely settled areas and use existing vehicles in a more efficient manner. Positive impact: reduction in fuel consumption and emissions of pollutants

Efficient vehicle fleetAdoption of more economical new vehicles has a positive impact: reduction in fuel consumption and emissions of pollutants

Incentives for energy-efficient cars

A system of grants and incentives for purchasing energy-efficient vehicles. Positive impact: reduction in fuel consumption and emissions of pollutants

Electrification of the railway

Electrification of the railway in consideration of the capacities of freight trains on the routes to Tartu and Narva. Positive impact: reduction in emissions of pollutants.

Development of railway infrastructure, Rail Baltic

Development of railway infrastructure, increasing the capacityof passenger trains and construction of Rail Baltic. Positive impact: reduction in emissions of pollutants.

Purchase of a fuel-efficient public transport rolling stock

Aids for the purchase of hybrid buses, hybrid trolleybuses and other energy-efficient public transport vehicles for the public transport routes of larger cities. Positive impact: reduction in fuel consumption and emissions of pollutants

Energy-efficient heavy-duty vehicles

Preference of energy-efficient heavy-duty vehicles in procurements has a positive impact: reduction in fuel consumption and emissions of pollutants

Fuel-efficient locomotives

Preference of energy-efficient multi-engine locomotives in procurements has a positive impact: reduction in fuel consumption and emissions of pollutants

Eco-driving Implementation of economical driving techniques helps to save fuel and reduce

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emissions of pollutants. Positive impact: reduction in emissions of pollutants.

For the purpose of more efficient adoption of primary energy, the development plan foresees an increase in the adoption of alternative fuels in the transport sector. The objective to increase the adoption of alternative fuels in the transport sector derives from EU Renewable Energy Directive 2009/28/EC, under which Estonia is required to increase the proportion of renewable energy in the transport sector to 10 % by 2020. To this end, fuel suppliers are subject to the obligation of gradual addition of biofuels. The long-term objective is to also increase the proportion of methane fuels to 10 % in the energy consumption of road vehicles by 2030. The aforementioned target levels can be achieved primarily through the creation of a motivating economic environment for the production and consumption of biofuels and other alternative fuels, as well as by ensuring long-term investment security via the tax policy of the state, however, analysis of the use of alternative fuels in the public sector and adoption thereof based on socio-economic justification and research, and development activities in the sector are important as well.

The measure concerning the reduction in the demand for individual motorised transport and the efficiency of the vehicle fleet is assessed through various indicators. The aim is to achieve a reduction in the share of passenger cars in transport demand, an increase in the share of public transport, as well as to prevent the continuing growth of energy consumption by the vehicle fleet and adopt new and more economical vehicles. Various activities have been planned in order to implement this measure, including road toll, incentives for the purchase of eco-friendly vehicles, increasing the share of public transport services, facilitation of remote work and various other activities resulting in energy savings.

The baseline study completed under the NDPES 2030 determined the areas that affect energy consumption in the transport sector of Estonia as well as primary measures that facilitate energy savings, and assessed the impact of these activities to the energy consumption in the transport sector of Estonia. Management of the future growth of transport demand, especially car-dependency and road transport, through the systematic development of directing settlement and public transport offers the greatest potential for energy savings in the long run, however, it in turn requires close cooperation between the state, agencies of local governments and companies. The analysis reveals that transport demand is projected to increase by 2030 and reducing CO2

emissions requires sector-based targeted development, which will be achieved mostly by means of a more energy-efficient transport system and the significant role of biofuels. Emissions of other atmospheric pollutants, however, revealed a reduction in emissions across all scenarios, which is caused primarily by an increase of the proportion of vehicles in the vehicle fleet that are compliant with the Euro 5 and Euro 6 emission norms.


The-long term objective of the GPCP 2050 is to transition to a low-carbon economy, thereby gradually and purposefully shaping the economy and the energy system to become more resource-efficient, economical, productive and economically sound. The general principles of climate policy focus on the reduction of GHG emissions and mitigation of climate changes in

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various sectors (including transport) and ensuring preparedness and capacity of the state to minimise the negative impacts arising from climate changes.

The development document establishes policy guidelines up to 2050. Due to the long-term nature of the policy guidelines, the development document does not include specific measures or roadmaps for achieving the established objective. GHG emissions have been assessed on the basis of the transport scenarios developed during the preparation of the NDPES 2030, which have been adjusted for the general principles of climate policy and which enable to assess the impact of the guidelines described below.

The guidelines derived on the basis of long-term objectives concerning the reduction of GHG emissions in the transport sector are set out in Table 3.34.

Table 3.34. GPCP 2050 guidelines for the transport sector and the impact thereof on emissions of pollutants

Political guidelines in the transport sector Impact on the reduction of pollutant emissions

1. Reduce the need for forced traffic and dependence on personal cars through well-integrated planning of settlements and transport management. In addition, advance energy-efficient traffic culture. Facilitate a well-functioning transportation system and reduce forced traffic through the integration of the planning of settlements and transportation and the design and implementation of mobility plans.

Has a positive impact on the reduction of all pollutant emissions included in the atmospheric pollutants programme

2. Increase the economy of the vehicle fleet and the percentage of sustainable transport fuels, mainly through targeted tax policies and the use of the public sector as a role model. Use investment and tax policies of the public sector to influence the purchase of economical vehicles and sustainable alternative fuels. Prefer more economic vehicles and sustainable alternative fuels in public procurements. Consumer awareness will be increased by the example of the public sector.


3. Prefer means of transportation and mobility with low GHG emissions through prioritising the development of public transportation, non-motorised traffic and energy-efficient carriage of goods. The state and local governments will advance transportation management which sees the system as a whole regardless of administrative divisions or the form of ownership of public transportation companies. For fulfilling this purpose, the development of a tax policy guided from the overall effect of transportation and the reduction of greenhouse gas emissions will be considered without an


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Political guidelines in the transport sector Impact on the reduction of pollutant emissions

increase in the overall tax burden.

4. Promote the fields of research, development and innovation that facilitate an increase in the awareness and competence of the central government and local government institutions and companies in the development of sustainable transportation and mobility and executing relevant pilot projects.


Long-term climate policy objectives can be achieved by implementing various aforementioned guidelines. The greatest potential for reduction of emissions lies in the guidelines concerning the road transport sector, which facilitate the sustainability of the vehicle fleet, prioritising the development of an energy-efficient transportation system, choosing modes of travel with a small GHG footprint, shape the planning of integrated transportation and settlements, and prioritise the development of public transport services. Moreover, production and use of sustainable biofuels are also important for reducing emissions of GHG from transport.

The impact on pollutant emissions has also been briefly assessed in the final report of the document ‘Impact assessment of emissions of greenhouse gases and ambient air pollutants and the socio-economic impact thereof’71 included in the general principles of climate policy. The assessment reveals that the emissions of GHG and ambient air pollutants are linked to one another, which means that a reduction of GHG emissions is also accompanied by a reduction in emissions of atmospheric pollutants. At the same time, the analysis showed that a reduction in emissions of atmospheric pollutants in the transport sector can be achieved even without the implementation of measures, however, this does not ensure a reduction in GHG emissions, due to which the implementation of the aforementioned guidelines is important in order to ensure achievement of long-term objectives with regard to the emissions of GHG as well as atmospheric pollutants.


In terms of other national studies, it is important to mention the study on climate policy measures for determining the most cost-efficient measures for the achievement of objectives concerning climate policy and the Effort Sharing Regulation in Estonia72 (ESR study), the aim of which is to establish cost-efficient measures and analyse the impact of the implementation thereof on reducing GHG emissions in Estonia during the period 2021–2030. The impact of the measures was assessed up to the year 2050. Even though this specific study includes the assessment of the impact on GHG emissions, it also provides a general assessment on the resulting impact on the emissions of atmospheric pollutants.

The largest potential for the reduction of emissions among the five sectors analysed under the study lies in the transport sector, particularly in road transport, which is the most extensive and

71 Estonian Environmental Research Centre. General principles of climate policy 2050. Final report. [www] https://www.envir.ee/sites/default/files/kpp_2050_mojudehindamise_lopparuanne_25.05.pdf (22 October 2018)72 Finantsakadeemia OÜ. 2018. Study on climate policy measures for determining the most cost-efficient measures for the achievement of objectives concerning climate policy and the Effort Sharing Regulation in Estonia. [www] https://www.kik.ee/sites/default/files/aruanne_kliimapoliitika_kulutohusus_final.pdf (22 October 2018)

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https://www.kik.ee/sites/default/files/aruanne_kliimapoliitika_kulutohusus_final.pdf

https://www.envir.ee/sites/default/files/kpp_2050_mojudehindamise_lopparuanne_25.05.pdf

important sector. Since passenger cars comprise the largest share of emissions in road transport, most measures concerning the transport sector that have been addressed in the study focus on the reduction of passenger car traffic.

The measures analysed concerning the transport sector (Table 3.35) are based on the input of the NDPS 2030, transport development plan 2014–2020 and GPCP 2050, and have been assessed with regard to the potential for reducing GHG. However, the assessment also suggests that all measures without exception have a positive spin-offs on emissions of atmospheric pollutants (SO2, PM2.5, NOx, VOC). The impact on emissions of NH3 has been estimated as neutral.

Table 3.35. Measures referred to in the study on climate policy measures for determining the most cost-efficient measures for the achievement of objectives concerning climate policy and the Effort Sharing Regulation in Estonia and the impact thereof on emissions of pollutants.

Measures Impact on the reduction of pollutant emissions

Promotion of economical management

Economical driving has a positive impact on fuel consumption and emissions of pollutants (SO2, PM2.5, NOx and VOC). Neutral impact on NH3 emissions.

Development of non-motorised traffic

Development of non-motorised traffic has a positive impact: reduction in fuel consumption and emissions of pollutants(SO2, PM2.5, NOx and VOC). Neutral impact on NH3 emissions.

20 % increase in the public transport service

Improvement of the accessibility and carriage capacity of public transport will yield a positive impact: reduction in fuel consumption (more energy-efficient modes of public transport) and emissions of pollutants (SO2, PM2.5, NOx and VOC). Neutral impact on NH3 emissions.

Parking policy in cities

Renewal of parking requirements in cities and reducing the subsidisation of parking spots for cars will facilitate the use of public transport and non-motorised traffic. Positive impact: reduction in emissions of pollutants (SO2, PM2.5, NOx and VOC). Neutral impact on NH3 emissions.

Other measures concerning space and land use in cities for increasing energy savings in transportation.

Shaping land use for the purpose of reducing urban sprawl and car-dependency; restructuring of city streets to improve public transport and non-motorised traffic and development of the mobility arrangement of cities and companies have a positive impact: reduction in emissions of SO2, PM2.5, NOx and VOC emissions. Neutral impact on NH3 emissions.

Remote work and e-services

The development of remote work centres, joint office spaces and enabling flexible work hours and working from home have a positive impact: reduction in emissions of pollutants (SO2, PM2.5, NOx and VOC). Neutral impact on NH3 emissions.

Car sharing

Development of car sharing (including allowing ride-sharers onto the public transport lane, facilitation of parking, etc.) has a positive impact: reduction in emissions of pollutants (SO2, PM2.5, NOx and VOC). Neutral impact on NH3 emissions.

Road toll for heavy-duty vehicles

Replacement of time-based road toll with a more efficient mileage-based charge would have a positive impact: reduction in emissions of pollutants (SO2, PM2.5, NOx and VOC). Neutral impact on NH3 emissions.

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Measures Impact on the reduction of pollutant emissions

Tyres and aerodynamics of heavy-duty vehicles

Use of tyres with improved rolling resistance and enhancement of the aerodynamics of vehicles have a positive impact: reduction in fuel consumption and emission of pollutants (SO2, PM2.5, NOx and VOC).Neutral impact: NH3 emissions.

Electric cars

The significantly lower energy consumption of electric cars (in comparison with combustion engines) has a positive impact: reduction in fuel consumption and emissions of pollutants (SO2, PM2.5, NOx and VOC). Neutral impact on NH3 emissions.

Rail Baltic

The development of Rail Baltic will attain energy savings thanks to the partial transition of freight transport from the road to the railway. Positive impact: reduction in fuel consumption and emissions of pollutants (SO2, PM2.5, NOx and VOC). Neutral impact on NH3 emissions.

3.2.3. Legislation governing the transport sector

The following legislation governs the transport sector in Estonia: Liquid Fuel Act, which regulates the quality requirements of fuels used in transportation, and the AAPA35, which in addition to the establishment of environmental requirements for liquid fuels also stipulates an obligation for monitoring fuel quality, air quality requirements and establishes regulations specifying the sector and covers other regulations concerning air quality. At the EU level, examples concerning the transport sector are, for instance, Regulation 443/2009/EC of the European Parliament and of the Council and Commission Regulation 2017/1151/EU setting binding target levels for reducing CO2 emissions for manufacturers of new passenger cars and vans.


The most important ambient air protection norms are included in the AAPA35, the objective of which is to ensure preservation and improvement of ambient air quality and regulation of activities which may impact the ambient air. For this purpose, Regulation No 75 ‘Air quality limit values and target values, other air quality limit values and assessment thresholds of air quality’ of the Minister of the Environment is established.

In terms of the transport sector in particular, the Act addresses the regulation of mobile emission sources of pollutant emissions, the environmental requirements for liquid fuels used in the transport sector and monitoring of the quality of liquid fuels. With regard to air quality, local governments are granted the right to limit the movement of motor vehicles under unfavourable weather conditions. In addition, manufacturers, importers and sellers of new motor vehicles are required to make information concerning fuel consumption and CO2 emissions available to the users. Similarly to the aforementioned, the objective of the act is to guide the end-user to make informed eco-friendly decisions when purchasing new tyres by having a great overview of the harmonised markings of the tyres to be purchased, containing information concerning noise level, fuel-efficiency and safety.

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Environmental requirements for the liquid fuels used in the transport sector are established by Regulation No 73 ‘Environmental requirements for liquid fuels, biofuel and liquid biofuel sustainability criteria, the procedure for monitoring of and reporting on the compliance of liquid fuels with the environmental requirements and the methods for the assessment of the reduction of greenhouse gas emissions from the use of biofuels and liquid biofuels’ of the Minister of the Environment39 (adopted on 20 December 2016). This is used to transpose into Estonian law Fuel Quality Directive (EU) 2015/1513 of the European Parliament and of the Council amending Directive 98/70/EC relating to the quality of petrol and diesel fuels and amending Directive 2009/28/EC on the promotion of the use of energy from renewable sources and the Sulphur Content Reduction Directive (Directive (EU) 2016/802 of the Parliament and of the Council relating to a reduction in the sulphur content of certain liquid fuels). Establishment of environmental requirements for liquid fuels is significant as it ensures the use of high-quality fuel in the transport sector, which in turn affects emissions of pollutants from combustion engines.

The objective of the act has also led to the adoption of various regulations that stipulate the monitoring of air quality and the methods for determining emissions, limit values, measures for reduction of ambient air pollution, requirements applicable to mobile emission sources and fuels, as well as other regulations concerning ambient air quality.

Liquid Fuel Act

The Liquid Fuel Act73 established the quality requirements for liquid fuels used in the transport sector, which are regulated in more detail by Regulation No 16 ‘Requirements for liquid fuels’ of the Minister of Economic Affairs and Communications74 (adopted on 17 March 2010). The Liquid Fuel Act also stipulates the objectives and commitments concerning biofuels used in transportation across the years with the aim of reaching the objective established for 2020: increase the proportion of renewable energy in the transport sector to 10 %.

Regulation No 443/2009/EC of the European Parliament and of the Council setting emission performance standards for new passenger cars as part of the Community's integrated approach to reduce CO2 emissions from light-duty vehicles and Commission Regulation 2017/1151/EU75 supplementing Regulation (EC) No 715/2007 of the European Parliament and of the Council on type-approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information

In addition to the commitments imposed on Member States, the EU has also obligated car manufacturers to reduce the environmental impact of new cars. Requirements established for car manufacturers concerning CO2 emissions are in the form of average target levels and are only applicable to new passenger cars and light commercial vehicles (vans).

73 Liquid Fuel Act. RT I, 3 April 2019, 11. [www] https://www.riigiteataja.ee/akt/VKS (22 October 2018) 74 Regulation No 16 ‘Requirements for liquid fuels’ of the Minister of Economic Affairs and Communications. RT I, 13 January 2017, 16. [www] https://www.riigiteataja.ee/akt/113012017016 (22 October 2018)75 Commission Regulation 2017/1151/EU of 1 June 2017 supplementing Regulation (EC) No 715/2007 of the European Parliament and of the Council on type-approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information. [www] https://eur-lex.europa.eu/legal-content/ET/TXT/PDF/?uri=CELEX:02017R1151-20170727&from=ET (22 October 2018)

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https://eur-lex.europa.eu/legal-content/ET/TXT/PDF/?uri=CELEX:02017R1151-20170727&from=ET

https://eur-lex.europa.eu/legal-content/ET/TXT/PDF/?uri=CELEX:02017R1151-20170727&from=ET


https://www.riigiteataja.ee/akt/VKS

Regulation 443/200976 obligated car manufacturers to reduce average CO2 emissions to the compulsory target level of 2015, i.e. 130 grammes per kilometre. By 2020, the Regulation foresees a reduction of average CO2 emissions to 95 grammes per kilometre. Pursuant to Regulation 510/2011/EU, the manufacturers of new light commercial vehicles shall reduce the CO2 emissions released into ambient air by their products. The content of this Regulation is essentially similar to the requirements that have already been established with regard to passenger cars (443/2009/EU). In 2017, the compulsory level was 175 grammes per kilometre, whereas by 2020, the average CO2 emissions of vans shall be reduced to 147 grammes per kilometre.

These regulations provide manufacturers an initiative to move towards the production of more sustainable vehicles that emit less pollutants into the air. Nevertheless, it must be acknowledged that the Euro class emission norms of vehicles and the CO2 regulation only concerns car manufacturers, therefore it does not ensure that low-carbon vehicles compliant with high Euro classes are consistently preferred in all EU Member States. In general, it may be concluded that the reduction in the fuel consumption of new vehicles will help achieve a decline in emissions of CO2 as well as atmospheric pollutants.

In addition to the aforementioned legislation and regulations, the following EU legislation has been transposed:

Regulation 2009/126/EC of the European Parliament and of the Council77; Commission Directive 2014/99/EU78; Directive 98/70/EC of the European Parliament and of the Council79; Commission Directive 2011/63/EU80; Commission Directive 2000/71/EU81; Directive 2003/17/EC of the European Parliament and of the Council82; Regulation (EU) No 1882/2003 of the European Parliament and of the Council83; Directive 2009/30/EC of the European Parliament and of the Council84;

76 Regulation 443/2009/EC of the European Parliament and of the Council of 23 April 2009 setting emission performance standards for new passenger cars as part of the Community's integrated approach to reduce CO2 emissions from light-duty vehicles. [www] https://eur-lex.europa.eu/legal-content/ET/TXT/PDF/?uri=CELEX:32009R0443&from=en (22 October 2018)77 Directive 2009/126/EC of the European Parliament and of the Council of 21 October 2009 on Stage II petrol vapour recovery during refuelling of motor vehicles at service stations. [www] https://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=OJ:L:2009:285:0036:0039:ET:PDF (22 October 2018)78 Commission Directive 2014/99/EU of 21 October 2014 amending, for the purposes of its adaptation to technical progress, Directive 2009/126/EC on Stage II petrol vapour recovery during refuelling of motor vehicles at service stations. [www] https://eur-lex.europa.eu/legal-content/ET/TXT/PDF/?uri=CELEX:32014L0099&from=ET (22 October 2018)79 Directive 98/70/EC of the European Parliament and of the Council of 13 October 1998 relating to the quality of petrol and diesel fuels and amending Council Directive 93/12/EEC. [www] https://eur-lex.europa.eu/legal-content/ET/TXT/PDF/?uri=CELEX:31998L0070&from=EN (22 October 2018)80 Commission Directive 2011/63/EU of the European Parliament and of the Council of 1 June 2011 amending, for the purpose of its adaptation to technical progress, Directive 98/70/EC of the European Parliament and of the Council relating to the quality of petrol and diesel fuels. [www] https://eur-lex.europa.eu/legal-content/ET/TXT/PDF/?uri=CELEX:32011L0063&from=et (22 October 2018)81 Commission Directive 2000/71/EC of the European Parliament and of the Council of 7 November 2000 to adapt the measuring methods as laid down in Annexes I, II, III and IV to Directive 98/70/EC of the European Parliament and of the Council to technical progress as foreseen in Article 10 of that Directive. [www] https://eur-lex.europa.eu/legal-content/ET/TXT/PDF/?uri=CELEX:32000L0071&from=EN (22 October 2018)82 Directive 2003/17/EC of the European Parliament and of the Council of 3 March 2003 amending Directive 98/70/EC concerning the quality of petrol and diesel fuels. [www] https://eur-lex.europa.eu/legal-content/ET/TXT/PDF/?uri=CELEX:32003L0017&from=ET (22 October 2018)83 Regulation (EU) No 1882/2003 of the European Parliament and of the Council of 29 November 2003 adapting to Council Decision 1999/468/EC the provisions relating to committees which assist the Commission in the exercise of its implementing powers laid down in instruments subject to the procedure referred to in Article 251 of the EC Treaty. [www] https://eur-lex.europa.eu/legal-content/ET/TXT/PDF/?uri=CELEX:32003R1882&from=ET (22 October 2018)84 Directive 2009/30/EC of the European Parliament and of the Council of 23 April 2009 amending Directive 98/70/EC as regards the specification of petrol, diesel and gas-oil and introducing a mechanism to monitor and reduce greenhouse gas emissions and amending Council Directive 1999/32/EC as regards the specification of fuel used by inland waterway vessels and repealing Directive 93/12/EEC. [www] https://eur-

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https://eur-lex.europa.eu/legal-content/ET/TXT/PDF/?uri=CELEX:32003L0017&from=ET


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https://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=OJ:L:2009:285:0036:0039:ET:PDF

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https://eur-lex.europa.eu/legal-content/ET/TXT/PDF/?uri=CELEX:32009R0443&from=en

Commission Directive 2014/77/EU85; Commission Regulation (EU) No 692/200886; Commission Regulation (EU) No 566/201187; Commission Regulation (EU) No 459/201288; Regulation (EU) No 595/2009 of the European Parliament and of the Council89; Regulation (EU) 2016/1628 of the European Parliament and of the Council90.

lex.europa.eu/legal-content/ET/TXT/PDF/?uri=CELEX:32009L0030&from=EN (22 October 2018)85 Commission Directive 2014/77/EU of the European Parliament and of the Council of 10 June 2014 amending Annexes I and II of Directive 98/70/EC of the European Parliament and of the Council relating to the quality of petrol and diesel fuels. [www] https://eur-lex.europa.eu/legal-content/ET/TXT/PDF/?uri=CELEX:32014L0077&from=EN (22 October 2018)86 Commission Regulation (EU) No 692/2008 of 18 July 2008 implementing and amending Regulation (EC) No 715/2007 of the European Parliament and of the Council on type-approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information. [www] https://eur-lex.europa.eu/legal-content/ET/TXT/PDF/?uri=CELEX:32008R0692&from=EN (22 October 2018)87 Commission Regulation (EU) No 566/2011 of 8 June 2011 amending Regulation (EC) No 715/2007 of the European Parliament and of the Council and Commission Regulation (EC) No 692/2008 as regards access to vehicle repair and maintenance information. [www] https://eur-lex.europa.eu/legal-content/ET/TXT/PDF/?uri=CELEX:32011R0566&from=EN (22 October 2018)88 Commission Regulation (EU) No 459/2012 of 29 May 2012 amending Regulation (EC) No 715/2007 of the European Parliament and of the Council and Commission Regulation (EC) No 692/2008 as regards emissions from light passenger and commercial vehicles (Euro 6). [www] https://eur-lex.europa.eu/legal-content/ET/TXT/PDF/?uri=CELEX:32012R0459&from=EN (22 October 2018)89 Regulation (EU) No 595/2009 of the European Parliament and of the Council of 18 June 2009 on type-approval of motor vehicles and engines with respect to emissions from heavy duty vehicles (Euro VI) and on access to vehicle repair and maintenance information and amending Regulation (EC) No 715/2007 and Directive 2007/46/EC and repealing Directives 80/1269/EEC, 2005/55/EC and 2005/78/EC. [www] https://eur-lex.europa.eu/legal-content/ET/TXT/PDF/?uri=CELEX:32009R0595&from=EN (22 October 2018)90 Regulation (EU) 2016/1628 of the European Parliament and of the Council of 14 September 2016 on requirements relating to gaseous and particulate pollutant emission limits and type-approval for internal combustion engines for non-road mobile machinery, amending Regulations (EU) No 1024/2012 and (EU) No 167/2013, and amending and repealing Directive 97/68/EC. [www] https://eur-lex.europa.eu/legal-content/ET/TXT/PDF/?uri=CELEX:32016R1628&from=EN (22 October 2018)

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3.3. Measures of the atmospheric pollutant reduction programme in the transport sector

Descriptions of measures for the transport sector have been prepared by the transport working group of the atmospheric pollutants reduction programme, the members of which included transportation experts from the public and private sector. A total of 11 measures addressed in the ESR study were selected and the descriptions thereof were updated on the basis of the objectives concerning the reduction of atmospheric pollutants. The objective of the descriptions is to act as a guideline for programme promoters by providing an indication of what needs attention in terms of reducing atmospheric pollutants. Table 3.18 sets out the impact of the implementation of transport measures on NOx and PM2.5 emissions as the transport sector is the primary source of given pollutants alongside the energy sector (mobile emission sources constituted 42.5 % of NOx

emissions and 9.8 % of PM2.5 emissions8).

Table 3.36. Potential reduction in NOx and PM2.5 emissions in 2030 thanks to the measures on the transport sector, t

Order No Measure

Reduction

NOx (tonne) PM2.5 (tonne)

1 Road toll for heavy-duty vehicles 106.74 1.97

2 Electric cars 173.39 9.29

3Measures concerning space and land use in cities for increasing energy savings on transportation

336.10 17.29

4 Tyres and aerodynamics of vehicles 249.30 4.60

5 Electrification of the main railway network and expansion of use thereof 349.58 58.21

6 Parking policy in cities 154.91 8.30

7 Promotion of economical management 157.47 8.24

8 Development of non-motorised traffic 49.23 2.64

9 Addition of public transportation services 189.10 10.49

10 Remote work and e-services 115.80 6.21

11 Car sharing 26.49 1.42

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TOTAL 1 908.12 128.66

1 Road toll for heavy-duty vehicles

The time-based road toll that has been applicable since the beginning of 2018 should, in terms of savings on greenhouse gases and atmospheric pollutants, be replaced by a more efficient mileage-based fee and also linked to the Euro class. The differences in the road tolls of various Euro classes should be increased even further in comparison with the current situation. The road toll fees of heavy-duty vehicles of the Euro 6 class should be significantly lower (e.g. related to the criteria of public procurements) than those of other Euro classes. Furthermore, the toll fees of gas trucks91 should be lower than that of heavy-duty vehicles of Euro 6 class. Similarly to other vehicles, mileage-based road tolls are distinguished on the basis of the distance travelled, location, load of the infrastructure and the environmental indicators of the vehicle.

2 Electric cars

The energy consumption of electric cars is significantly lower than that of vehicles with a combustion engine. Investments may also be targeted on facilitating the purchase of commercially used electric vehicles with high mileage (e.g. facilitate the adoption of high mileage courier-taxi-shared vehicles). Implement tax incentives for electric cars with high mileage within the city.

3 Measures concerning space and land use in cities for increasing energy savings on transportation

The measures comprise a set:

shaping land use for the purpose of reducing urban sprawl and car-dependency, inter alia, all state and local government investments (schools, hospitals, kindergartens, apartments for rent, services, etc.) should be subjected to a funding condition under which they must be located a maximum of 300 m from an existing train, tram or bus station;

restructuring of city streets to improve public transport and non-motorised traffic. Preferential development of low-impact public transport is crucial. Low-impact public transport includes, but is not limited to, biomethane and electrical public transport vehicles. The needs of vehicles used for freight transport should not be overlooked;

development of the mobility arrangement of cities and companies; making the traffic environment of basic roads safer and more fuel-efficient, inter alia,

levelling speed, which does not necessarily mean a reduction of the permitted speed limit; aids for local governments for the implementation of air and climate pollution projects.

4 Tyres and aerodynamics of vehicles

The measures foresee adoption of tyres with better energy markings (improved rolling resistance, aerodynamics, ice and snow classification, etc.). The training materials of truck drivers will be supplemented to emphasise the importance of checking the tyres and pressure thereof. It is also recommended to organise relevant campaigns and include various parties (state institutions, trainers, companies, etc.).

5 Electrification of the main railway network and expansion of use thereof91 Requires further analysis to determine emissions of pollutants to ambient air and greenhouse gases per kilometre. In the event that more precise data are available while updating the programme, a new analysis shall be conducted with regard to gas trucks and heavy-duty vehicles belonging to the Euro 6 class in the context of atmospheric pollutants.

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The aim of the measure is the electrification of the existing railway and expansion of the use thereof (inter alia, addition of comfortable passenger trains). The proportion of the transportation of volume- and weight-based goods must increase. The share of non-time-sensitive freight transport that can be transferred to the railway requires further analysis.

6 Parking policy in cities

Updating city parking requirements (development of requirements concerning optimal number of parking spots in projects and standards on the basis of the location of the development) and reduction of the subsidisation of parking spots for cars (in the public space and on the territory of companies) will facilitate the use of public transport and non-motorised traffic and reduce costs for the construction and maintenance of parking spots. Cities are recommended to consider making the parking fee dependent on the Euro and energy class of the vehicle. The construction of Park and Travel car parks at the edges of city centres or at public transport nodes should be considered. To this end, it is necessary to map out state land where such a development is feasible and sound or where such land should be strategically purchased. The integrity principle of the transport system should be taken into account during implementation of the measure. The parking policy and planning requirements shall include the parking conditions and needs of bicycles and other mini-vehicles; electrical recharging points should be established alongside parking matters, if possible.

7 Promotion of economical management

Eco-driving helps save fuel, reduce noise levels, exhaust gases, accidents and costs on vehicle repairs. Eco-driving can be utilised by choosing the correct gear and speed, avoiding sudden breaking and acceleration and removal of excess burden. The state may organise educational campaigns, eco-driving trainings for bus and freight transport companies for the purpose of achieving these objectives. Drivers/companies that provide services to the state shall have a so-called green certificate which verifies that the drivers operating in the company have completed the eco-driving training (it may also be added as a criterium in public procurements).

8 Development of non-motorised traffic

Travelling by bicycle and by foot is a crucial part of the transport system and in ensuring the mobility of the population. A decline in the proportion of non-motorised traffic has a great deal to do with the growing motorisation, relocation of work and living places and services, and the increased distance arising therefrom (average work commute has increased by 30 % in ten years). These trends can be reversed by developing non-motorised traffic routes in areas with high potential for use and the greatest positive effects (e.g. city centres, centres of gravity in dense city areas). It is necessary to develop a national strategy for travelling by foot and by bicycle, link it to the national road maintenance plan and to improve competence in the public sector. Increasing bicycle traffic (e.g. via bicycle rental spots) must be developed along with public transportation, i.e. it must be kept in mind that the transportation of bicycles should be available on board trains and, in areas outside the train service area, also buses. The development of bicycle sharing systems, including electric scooter sharing, is recommended.

9 Addition of public transportation services

The measure is used to improve the accessibility and capacity of public transportation by increasing the number of departures of public transport routes, increasing the share of departures

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of public transport vehicles with higher capacity and implementation of new routes (e.g. transport to trains), especially with regard to the services of fuel-efficient modes of public transport, such as (electric) trains, trams and trolleybuses. The measure is to be implemented in densely populated rural areas and larger cities in particular. In terms of implementing the measure, public transport should be considered together with individual transport in light overall mobility. Integration of the route network of public transport and the ticket systems of an entire region regardless of ownership and operators is recommended. Moreover, the competence of local governments and counties should be improved in the area of holistic mobility and development of public transport with regard to the links between planning and traffic demand. Flexibility of public transport should increase in sparsely populated areas. Increased use of extended buses with higher capacity, i.e. bus rapid transit (BRT), is recommended on routes that connect larger centres of gravity which are not covered by railway or tram links.

Demand-based and inter-operable options should be looked into and the inter-operability of tickets should be facilitated (national ticket system), covering public transport, parking, short-term rental and other similar services.

10 Remote work and e-services

Pursuant to the studies referred to in the NDPES 2030, the maximum reduction potential of remote work on energy consumption could amount to 5–6 %, including indirect benefits. Emissions of CO2 and other emissions arising from each movement should be highlighted more in order to better emphasise the benefits of remote work and the environmental impact of each different mode of travel. For instance, taxi and ride sharing programmes (Taxify, Uber, Yandex) should display the emissions released per each ride conducted, depending on the fuel and engine of the car. State-ordered travel planners should also indicate the aspect of eco-friendliness.

11 Car sharing

A few short-term car rental systems have been established in Estonia: ELMO rental of electric cars, Minirent and P2P car rental service Autolevi. Support convenient rental of electric mopeds and bicycles. The supporting measures to be implemented by the public sector include allowing ride-sharers onto the public transport lane, facilitation of parking (free, etc.), other tax incentives, etc.). Awareness-raising activities should be conducted to popularise car sharing (carpooling, etc.)


3.4.1. Methodology

A business-as-usual scenario (BAU) and a reduction action scenario (RAS) have been developed to assess the impact of measures taken in the transport sector on atmospheric pollutants. Projections of atmospheric pollutants have been based on the Tier 1, Tier 2 and Tier 3 emission calculation methods set out in the EMEP/EEA Guidebook 2016. The distribution of the methodology (Tiers) has been covered in more detail in Chapter 2.1 of Annex 1, which describes the methodology used for each subsector in the transport sector. Emissions of atmospheric pollutants into ambient air from road vehicles have been calculated by using the European Environment Agency’s harmonised COPERT 5 model. Emissions of atmospheric pollutants

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from other mobile sources are calculated for each subsector on the basis of the quantities of fuel used and specific emission factors.

The projections are based on the 2018 inventory of atmospheric pollutants (emissions of atmospheric pollutants in Estonia 1990–2016), underlying indicators approved by the working group, the target levels of which have been determined on the basis of the study on climate policy measures for determining the most cost-efficient measures for the achievement of objectives concerning climate policy and the Effort Sharing Regulation in Estonia (ESR study), transport development plan 2014–2020, NDPES 2030, legislation and expert assessments. Projections concerning the BAU scenario are also in line with Regulation (EC) No 443/2009 of the European Parliament and of the Council, according to which the average target emissions are 95 gCO2/km for new passenger cars and 147 gCO2/km for basic trucks by 2021.

The 11 measures included in the ESR study have been taken into account during the assessment of the atmospheric pollutants in the reduction action scenario (Chapter 3.3 of Annex).


Underlying indicators are indicators that contribute the most to the emissions of atmospheric pollutants in the sector. In conclusion of the foregoing and consideration of the EMEP/EEA Guidebook 2016, the underlying indicators of the transport sector are:

1. mileage of vehicles;2. sustainability of vehicles;3. number of vehicles registered per year;4. proportion of renewable transport fuels in consumption.

NOx

LOÜ

SO2

NH3

PM2,5

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

Sõiduautod Väikekaubikud Veoautod ja bussid Mootorrattad ja mopeedid

Bensiini aurustumine Piduriklotside ja rehvide kulumine Teekatete kulumine


Key:

Passenger cars Small delivery vehicles Lorries and buses

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Motorcycles and mopeds Evaporation of petrol Abrasion of brake blocks and tyres

Abrasion of road surfaces

Figure 3.16. Proportion of emissions of atmospheric pollutants in the road transport sector in 2016 by emission sources, %

7,491

1,008

84573

Sõiduautod Väikekaubikud Veoautod Mootorrattad

Key: passenger cars small delivery vehicles lorries motorcycles

Figure 3.30. Mileage in road transport in 2016, million km

99.1%

0.9%

Fossiilsed kütused Taastuvad energiallikad

Key: fossil fuels renewable energy sources

Figure 3.31. Proportion of fossil fuels and fuels from renewable energy sources in road transport in 2016

The mileage and sustainability of vehicles can be used to calculate fuel consumption which, in turn, serves as an input in calculating emissions of atmospheric pollutants.

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An expert assessment (coordinated with the transport working group) by the Association of Estonian Car Dealers and Service Companies approved by the Ministry of Economy and the Ministry of Economic Affairs and Communications is a prerequisite of the indicators, verifying that up to the year 2030:

● the number of passenger vehicles registered per year is 50 000, 25 000 of which are new passenger cars and 25 000 are imported old passenger cars;

● the average fuel consumption of new passenger cars purchased in 2018 is ~6 L / 100 km, and 4 L / 100 km as of 2022;

● the average fuel consumption of old passenger cars imported in 2018 is ~9 L / 100 km, and 8 L / 100 km as of 2022;

● the fuel consumption of trucks and buses shall remain at the same level as in the last three years.

3.4.3. Projection

The BAU scenario is based on a situation where current trends continue, assuming that significant new policies on the reduction of atmospheric pollutants that would affect transport demand or the sustainability of the vehicle fleet shall not be implemented (Vertical axis:emissions).

The basis of the BAU scenario is formed by a similar non-interventional transport scenario developed under the NDPES 2030 which has not targeted the energy efficiency of transport and passenger cars, the proportion of renewable energy, carbon footprint, public transport or non-motorised traffic.

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Key to top graph:

Commercial sector, households, agricultural machinery, fisheries


Rail transport

Road transport

Air transport


Key to bottom graph: LOÜ = VOCFigure 3.32. BAU scenario of emissions of atmospheric pollutants in the transport sector, kt

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Even though further measures have not been prescribed by the state in the BAU scenario, it reveals a reduction of atmospheric pollutants over time. This trend is mainly dictated by Regulation (EC) No 443/2009 of the European Parliament and of the Council, according to which average target emissions of the new car fleet will be 95 gCO2/km by 2021, and the replacement of old cars with new ones marked with a higher Euro class. The Euro class of a vehicle determines the emissions of atmospheric pollutants that are released into the air per kilometre travelled or fuel consumed. A higher Euro class generally means that the emissions of atmospheric pollutants of a vehicle are lower.

The RAS (Vertical axis: emissions) is based on the measures covered in the ESR study, which derive from the knowledge-based transport scenario of the NDPES 2030. Support measures and activities of the state and local governments are used for shaping an economical vehicle fleet, planning integrated transport and settlement, promoting modes of transport and travel that have a lower GHG footprint. The RAS describes a situation in which the shaping of the transport policy is systematic, integrated and based on selecting cost-efficient activities, i.e. best international knowledge. The purpose of the activities of the scenario is to hinder the continuing growth of energy consumption in the transport sector through settlement planning and development of public transport and non-motorised traffic.

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Horizontal axis of top graph: LOÜ = VOCKey to top graph:

Commercial sector, households, agricultural machinery, fisheries


Rail transport

103

Road transport

Air transport


Figure 3.33. RAS of emissions of atmospheric pollutants in the transport sector, kt

The RAS reveals an additional trend of reduction in comparison with the BAU scenario, although this effect can be achieved by implementation of nearly all measures, which forces the promoter of the atmospheric pollutants reduction programme to approach the issues in the transport sector in a comprehensive and considerate manner in order to achieve the reduction of atmospheric pollutants to such extent (Table 3.37).Table 3.37. Difference in emissions of BAU scenario and the RAS in the transport sector, %

NOx

Total emissions, kt

NOx


2005

SO2

Total emissions, kt

SO2


2005

VOCTotal emissions,

kt

VOCChange in

comparison with 2005

BAU RAS BAU RAS BAU RAS BAU RAS BAU RAS BAU RAS

2005 19.338 0.381 6.412

2016 13.274 0.059 2.952

2020 13.812 13.577 -28.6 % -29.8 % 0.052 0.052 -86.4 % -86.3 % 2.852 2.802 -55.5 % -56.3 %

2025 13.929 12.879 -28.0 % -33.4 % 0.055 0.053 -85.6 % -86.0 % 2.798 2.540 -56.4 % -60.4 %

2030 13.680 11.772 -29.3 % -39.1 % 0.055 0.053 -85.6 % -86.1 % 2.64 2.263 -58.8 % -64.7 %

PM2.5

Total emissions, kt

PM2.5


NH3

Total emissions, kt

NH3


BAU RAS BAU RAS BAU RAS BAU RAS

2005 0.953 0.210

2016 0.732 0.148

2020 0.741 0.733 -22.2 % -23.1 % 0.142 0.136 -32.4 % -35.6 %

2025 0.725 0.678 -23.9 % -28.8 % 0.140 0.111 -33.3 % -47.5 %

2030 0.693 0.566 -27.3 % -40.6 % 0.129 0.086 -38.6 % -59.2 %

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4. INDUSTRIAL PROCESSES SECTOR

4.1.Emissions of atmospheric pollutants in the industrial processes sector in Estonia in the period 1990–2016

The following emission sources are reflected in the industrial processes sector:

● mineral industry (production and use of cement, glass and lime; extraction and storage of mineral resources; construction and demolition);

● chemistry industry;

● metal industry;

● asphalt works;

● production of cellulose, paper and foodstuffs;

● wood processing;

● other industry.The calculation and concentration of emissions from the industrial processes sector utilises data on stationary and diffuse emission sources. Data concerning pollutant emissions from stationary emission sources originate from annual reports on activities related to ambient air pollution which are submitted by possessors of emission sources (companies) holding an air pollution permit or integrated environmental permit. Emissions from diffuse sources are calculated on the basis of source data and specific emissions provided by Statistics Estonia or other institutions.

Calculations concerning emissions in the industrial processes sector are based on:

● national methodologies established by a regulation of the Minister of the Environment;

● results from emission measurements pursuant to the terms of the environmental permit;

● company methodologies approved by the Environmental Board (previously by the Ministry of the Environment);

● methodologies and specific emissions included in the EMEP/EEA Guidebook 201652.

The proportion of the industrial processes sector is low in the 2018 inventory of atmospheric pollutants in comparison with other sectors such as energy or transport. The small share is also partly a result of the classification structure of the inventory. For instance, all activities of industrial companies that are related to fuel combustion (technological furnaces, castings of iron and other technological combustion plants) are reflected in the energy sector, more precisely

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under combustion in the manufacturing industry (subsector 1A2). In addition, the solvents sector includes painting that contributes to VOC emissions and the industrial use of solvents.

In 2016, the industrial processes sector constituted 0.1 % of NOx emissions, 2 % of PM2.5

emissions, 2.3 % of VOC emissions and 2.2 % of NH3 emissions in Estonia. The proportion of sulphur dioxide is marginal. It is an insignificant sector considering the small share of the industrial processes sector in the total emissions in Estonia across all atmospheric pollutants in the atmospheric pollutants reduction programme.

Emissions generated during the period 1990–2016 and the percentage change of this period have been set out in Table 4.38 and Key: LOÜ = VOC. Emissions and changes in emissions of fine particulates have been calculated for the period 2000–2016 in accordance with the conditions of the NEC Directive and the guidelines for reporting of the Secretariat of the CLRTAP.

Table 4.38. Emissions of pollutants in the industrial processes sector in the period 1990–2016, kt


1990 0.190 15.341 — 0.530 —1991 0.100 13.897 — 0.460 —1992 0.090 9.603 — 0.440 —1993 0.050 4.407 — 0.120 —1994 0.190 3.519 — 0.220 —1995 0.070 4.379 — 0.240 —1996 0.150 3.195 — 0.160 —1997 0.150 3.146 — 0.120 —1998 0.140 2.404 — 0.100 —1999 0.190 1.462 — 0.140 —2000 0.199 2.085 0.040 0.124 0.3112001 0.339 1.458 0.080 0.141 0.3132002 0.127 1.515 0.160 0.109 0.4882003 0.163 1.936 0.150 0.113 0.4442004 0.356 1.855 0.130 0.119 0.6402005 0.176 1.569 0.130 0.201 0.5822006 0.268 1.299 0.120 0.159 0.6192007 0.250 1.068 0.020 0.135 0.5452008 0.295 0.959 0.020 0.181 0.6992009 0.058 0.881 0.025 0.083 0.3672010 0.037 0.861 0.030 0.070 0.3392011 0.062 0.919 0.022 0.093 0.2342012 0.047 0.909 0.001 0.103 0.1972013 0.200 0.892 0.000 0.162 0.3652014 0.032 0.860 0.001 0.052 0.2352015 0.045 0.809 0.002 0.065 0.3132016 0.045 0.768 0.001 0.071 0.225

1990–2016, % -76.3 -95.0 — -86.6 —2005–2016, % -74.4 -51.1 -99.2 -64.7 -61.3


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19901991

19921993

19941995

19961997

19981999

20002001

20022003

20042005

20062007

20082009

20102011

20122013

20142015

20160.0001

0.0010

0.0100

0.1000

1.0000

10.0000


log

(em

issi

on

s, k

t)

Key: LOÜ = VOCFigure 4.34. Emissions of NOx, VOC, SO2, NH3 and PM2.5 in the industrial processes sector in the period 1990–2016, kt

In comparison with the year 1990, emissions of NOx from the industrial processes sector have decreased by 76.3 %, VOC by 95 %, NH3 by 86.6 % and PM2.5 by 27.7 % (in comparison with 2000). The changes are mainly a result of the restructuring of the economy in the beginning of the 1990s. The reduction in VOC emissions is also attributable to the decline in the production volume in chemistry and food industries.

Since the beginning of the 2000s, the reduction in emissions has been significantly influenced by the implementation of relevant legislation, including the Integrated Pollution Prevention and Control Act adopted in 200193 (IPPC Act transposing the IPPC Directive 96/61/EC94) which determined activities concerning environmental risks and stipulated the bases for integrated pollution prevention and control arising therefrom. As of 2013, the IPPC Act was replaced by the new IEA which stipulates the operation requirements for industrial sectors that pose a great environmental risk (including production or treatment of cement, cellulose, metals, foodstuffs and other products). Installations that possess an integrated permit shall implement preventive measures to avoid pollution and use the best available techniques, which are addressed separately in the BAT reference documents.

The proportion of emissions of pollutants in categories of the industry sector in 2016 has been set out in Table 4.39 and Vertical axis: LOÜ = VOC.

The table reveals that the greatest emissions of NOx and NH3 originate from the metal industry. NOx generated in the metal industry comes mainly from welding and oxycutting or plasma cutting. The primary source of NH3 is the production of rare earths. Metal industry is the largest emitter of PM2.5, mainly construction and demolition. However, the cellulose, paper and food

93 Integrated Pollution Prevention and Control Act. RT I, 16 May 2013, 6. [www] https://www.riigiteataja.ee/akt/116052013006 (27 February 2019)94 Council Directive 96/61/EC concerning integrated pollution prevention and control. OJ L 257, 10 October 1996. [www] https://eur-lex.europa.eu/legal-content/ET/TXT/HTML/?uri=CELEX:31996L0061&from=EN (27 February 2019)

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industry contributes most to the emissions of VOCs, SO2 and NOx. Other subsectors are less significant.

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Table 4.39. The proportion of pollutant emissions in the subsectors of the industrial processes sector in 2016, %

NFR Subsector Pollutant, %NOx VOC SO2 NH3 PM2.5

2A Mineral industry 13.73 — 1.33 — 54.972B Chemistry industry — 6.99 0.47 10.26 0.442C Metal industry 55.10 1.32 9.29 71.60 13.13

2D3b Asphalt works — 3.03 — — 0.65

2HProduction of cellulose, paper and foodstuffs

28.84 87.65 88.53 — 16.56

2I Wood processing 0.01 0.10 0.38 — 10.25

2K, 2L Other industry 2.32 0.92 — 18.14 4.01

NOx

LOÜ

SOx

NH3

PM2,5

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

Mineraaltööstus KeemiatööstusMetallitööstus Teede asfalteerimineTselluloosi, paberi ja toiduainete tööstus Puidu töötlemise tööstusMuu tööstus

Vertical axis: LOÜ = VOCKey:

Mineral industry Chemical industry

Metal industry Asphalt works

Production of cellulose, paper and foodstuffs Wood processing

Other industry

Figure 4.35. The proportion of emissions in the subsectors of the industrial processes sector in 2016, %

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Mineral industry

The mineral industry includes pollutant emissions from the production and use of cement, glass and lime, extraction and storage of mineral resources, construction and demolition, and other activities (Table 4.40). The mineral industry is the primary source of PM2.5 in the industrial processes sector (55 %).

All categories, except for construction and demolition, include emissions only from stationary emission sources submitted by companies. Companies calculate emissions on the basis of measurement results or their own methodologies which have been previously agreed with the Environmental Board. Calculations of emissions in the construction sector are based on the data on the construction permits concerning accommodation spaces and non-residential buildings provided by Statistics Estonia and the specific emissions of the methodology set out in the EMEP/EEA Guidebook 2016.

Table 4.40. Categories of the mineral industry

NFR Category Emission sources Methodology, pollutants

2A1 Cement productionStationary emission sources: production of cement and concrete

Tier 3;PM2.5

2A2 Lime production Stationary emission sources

Tier 3;PM2.5

2A3 Glass production Stationary emission sources

Tier 3, emissions reflected in NFR

1A2f

2A5a Extraction of other minerals (excluding coal)

Stationary emission sources:extraction of lime and dolomite

Tier 3;NOx, SO2, PM2.5

2A5b Construction and demolition Diffuse emission sources Tier 1;PM2.5

2A6 Other mineralsStationary emission sources: mainly production of chippings

Tier 3;PM2.5

Pollutant emissions in the mineral industry and the change thereof during the period 1990–2016 has been set out in Table 4.41. The analysis reveals that the sector is only significant as a source of fine particulate matter. In comparison with 2000, PM2.5 emissions have increased by 1.3 % which is directly dependent on the number of construction permits. Figure 4.3 sets out the proportion of the categories of the mineral industry in PM2.5 emissions, the majority of which (approximately 90 %) originates from the construction category.

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Table 4.41. Emissions in the mineral industry in 1990–2016, kt


1990 — — — — —1991 — — — — —1992 — — — — —1993 — — — — —1994 — — — — —1995 — — — — —1996 — — — — —1997 — — — — —1998 — — — — —1999 — — — — —2000 — 0.570 — 0.010 0.1222001 0.010 0.010 0.010 0.010 0.1612002 — 0.040 — 0.010 0.1982003 — 0.090 — 0.010 0.2292004 0.010 0.070 — — 0.2982005 0.010 0.080 — — 0.2852006 0.010 0.080 — — 0.3082007 0.010 — — — 0.3072008 0.003 — 0.002 — 0.2972009 0.007 — 0.0005 — 0.1442010 0.006 — 0.0004 — 0.0992011 0.010 — 0.0009 — 0.0982012 0.008 — 0.0009 — 0.1002013 0.008 — 0.00001 — 0.1352014 0.006 — 0.00004 — 0.1122015 0.006 — 0.0001 — 0.1912016 0.006 — 0.00001 — 0.124

1990–2016, % — — — — 1.32005–2016, % -40.0 — — — -56.5


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Key:

Manufacture of glass – 0.0%

Other minerals – 1.7%

Production of cement – 3.8%

Production of lime – 0.1%

Mining for other minerals (excluding coal) – 5.8%

Construction and demolition – 88.6%

Figure 4.36. Proportion of mineral industry categories in PM2.5 emissions in 2016, %

Chemistry industry

The chemistry industry includes emissions from the production of mineral fertilisers, other categories of the chemistry industry and storage of chemistry products. At the same time, a portion of chemistry industry emissions are reflected under the solvents sector, production of paints for instance. However, the chemistry industry has remained an essentially insignificant emission source in the industry sector (Table 4.39).

All subsectors include emissions only from stationary emission sources submitted by companies. Companies calculate emissions on the basis of measurement results or their own methodologies which have been previously agreed with the Environmental Board. A description of the subsectors and pollutant emissions in 1990–2016 have been set out in Table 4.42 and Table 4.43.

Table 4.42. Categories of the chemistry industry


2B1 Ammonia production Stationary emission sources Tier 3;NOx, VOC, NH3,

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PM2.5

2B10a Other chemistry industry

Stationary emission sources:organic and inorganic chemistry industry, including production of fertilisers


NH3, PM2.5

2B10b Handling and storage in the chemistry industry

Stationary emission sources: storage in the chemistry industry


NH3, PM2.5

Table 4.43. Pollutant emissions in the chemistry industry in 1990–2016, kt


1990 0.190 13.305 — 0.370 —1991 0.100 12.333 — 0.300 —1992 0.090 8.502 — 0.280 —1993 0.050 3.501 — 0.080 —1994 0.190 2.675 — 0.140 —1995 0.070 3.532 — 0.140 —1996 0.150 2.464 — 0.070 —1997 0.150 2.394 — 0.060 —1998 0.140 1.654 — 0.060 —1999 0.190 0.795 — 0.090 —2000 0.189 0.845 — 0.044 0.0892001 0.309 0.778 0.010 0.031 0.0712002 0.097 0.713 — 0.019 0.0432003 0.132 1.069 0.010 0.043 0.0672004 0.316 0.969 0.010 0.079 0.1792005 0.156 0.716 — 0.131 0.1462006 0.228 0.406 — 0.061 0.1262007 0.200 0.116 — 0.068 0.0992008 0.255 0.041 — 0.132 0.2462009 0.025 0.068 0.000004 0.012 0.0262010 — 0.071 0.000005 0.010 0.0052011 0.0000003 0.073 0.000006 0.017 0.0042012 0.024 0.073 0.000006 0.023 0.0042013 0.134 0.074 0.000005 0.076 0.0922014 — 0.073 0.000005 0.008 0.0042015 0.0001 0.046 0.000005 0.007 0.0012016 — 0.054 0.000005 0.007 0.001

1990–2016, % — -99.6 — -98.1 —2005–2016, % — -92.5 — -94.7 -99.3

VOC emissions have significantly reduced during the period 1990–2016 (99.6 %) due to a decline in the production volume of chemistry products. The decline in NOx and NH3 emissions

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(100 % and 98 % respectively) was caused by a decrease in the production of ammonia and urea and the discontinuation of production as of 2014 (Key: LOÜ = VOC).

19901991

19921993

19941995

19961997

19981999

20002001

20022003

20042005

20062007

20082009

20102011

20122013

20142015

20160

2

4

6

8

10

12

14


emis

sion

s, k

t

Key: LOÜ = VOCFigure 4.37. Pollutant emissions in the chemistry industry in 1990–2016, kt

Metal industry

The metal industry includes emissions from stationary emission sources arising from various processes: production of secondary non-ferrous metals, welding, cleaning, galvanisation and other activities concerning metal surfaces.

Metal industry is the primary source of NOx (55.1 %) and NH3 (71.6 %) emissions in the industry sector. Emissions of nitrogen oxides originate chiefly from welding, while ammonia emissions originate from the production of rare earths.

All categories include emissions only from stationary emission sources submitted by companies. Companies calculate emissions on the basis of measurement results or their own methodologies which have been previously agreed with the Environmental Board. A description of the categories and pollutant emissions in 1990–2016 have been set out in Table 4.44 and Table 4.45.

Table 4.44. Categories of the metal industry


2C1 Iron and steel production

Stationary emission sources:welding, cleaning, sandblasting, etc.

Tier 2/ Tier 3;NOx, VOC, PM2.5

2C3 Aluminium production Stationary emission sources:

Tier 3;PM2.5

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secondary aluminium production

2C5 Lead productionStationary emission sources:secondary lead production

Tier 3;SO2, PM2.5

2C6 Zinc productionStationary emission sources:secondary zinc production

Tier 3;PM2.5

2C7a Copper production

Stationary emission sources:secondary copper production

Tier 3;PM2.5

2C7c Production of other metals

Stationary emission sources: Mainly galvanisation and the cleansing, polishing, etc. of metal surfaces

Tier 3;NOx, VOC, NH3,

PM2.5

Table 4.45. Emissions in the metal industry in 1990–2016, kt


1990 — — — 0.160 —1991 — — — 0.160 —1992 — — — 0.160 —1993 — — — 0.040 —1994 — — — 0.080 —1995 — — — 0.100 —1996 — — — 0.090 —1997 — — — 0.060 —1998 — — — 0.040 —1999 — — — 0.050 —2000 — 0.010 — 0.040 0.0142001 0.010 0.010 — 0.080 0.0142002 0.010 0.020 — 0.060 0.0232003 0.011 0.015 — 0.050 0.0222004 0.010 0.010 — 0.030 0.0282005 0.010 0.010 — 0.060 0.0232006 0.030 0.010 — 0.080 0.0142007 0.020 0.010 — 0.060 0.0232008 0.015 0.008 0.0002 0.034 0.0222009 0.008 0.004 0.00002 0.066 0.0162010 0.013 0.006 0.00001 0.052 0.0202011 0.014 0.008 0.0001 0.070 0.0152012 0.014 0.007 0.0001 0.072 0.015


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2013 0.015 0.008 0.0001 0.074 0.0212014 0.020 0.007 0.0001 0.043 0.0232015 0.022 0.008 0.0001 0.058 0.0292016 0.025 0.010 0.0001 0.051 0.030

1990–2016, % — — — -68.1 —2005–2016, % 150.0 1.6 — -15.0 26.5

Emissions of NOx and PM2.5 have increased from 1990 to 2016 due to the constantly growing production volume in the metal industry. The reason for the 68.3 % reduction in ammonia emissions lies in the decline of the production volume of rare earths.

Asphalt works

The share of emissions released by the industry sector represented by asphalting is insignificant (Table 4.39). The increase in emissions in recent years has been caused by increased production and laying of asphalt mixtures (Table 4.47).

Emissions of VOCs and PM2.5 in the sector have been treated as diffuse emission sources, using the data on the production of asphalt mixtures provided by the Estonian Asphalt Pavement Association and the specific emissions referred to in the methodology set out in the EMEP/EEA Guidebook 2016.

Table 4.46. Category of asphalting


2D3b Asphalting works Diffuse emission sources Tier 2;VOC, PM2.5

Table 4.47. Emissions in the asphalting works category during the period 1990–2016, kt

Year VOC PM2.597

1990 0.027 —1991 0.023 —1992 0.003 —1993 0.006 —1994 0.006 —1995 0.008 —1996 0.008 —1997 0.007 —1998 0.008 —1999 0.011 —2000 0.011 0.0012001 0.009 0.0012002 0.018 0.001


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Year VOC PM2.5

2003 0.014 0.0012004 0.018 0.0012005 0.019 0.0012006 0.024 0.0012007 0.024 0.0012008 0.024 0.0022009 0.016 0.0012010 0.018 0.0012011 0.020 0.0012012 0.018 0.0012013 0.019 0.0012014 0.021 0.0012015 0.023 0.0012016 0.023 0.001

1990–2016, % -14.8 —2005–2016, % 21.1 25.3

Cellulose, paper and food industry

The cellulose, paper and food industry covers emissions of pollutants released mainly from stationary emission sources which are reported by companies and released during the production of cellulose, paper and particle boards and foodstuffs (Table 4.48).

This subsector is the primary source of VOC (87.6 %, mainly from the food industry) and SO2 in the manufacturing sector. The food industry is the main source of VOCs in the manufacturing sector. In comparison with 1990, VOC emissions have declined, due to a reduction in the production of foodstuffs (Table 4.49 and Key: LOÜ = VOC).

Companies calculate emissions on the basis of measurements or their own methodologies which have been previously agreed on with the Environmental Board. VOC emissions from the foodstuffs subsector have been calculated as diffuse emission sources, using the data on the production of bread, meat, fish and beverages provided by Statistics Estonia and the specific emissions referred to in the methodology set out in the EMEP/EEA Guidebook 2016.

Table 4.48. Categories of the cellulose, paper and food industry

NFR Name of category Emission sources Methodology, pollutants

2H1 Production of cellulose and paper

Stationary emission sources:production of cellulose and paper and particle boards


PM2.5

2H2 Production of food and beverages

Stationary and diffuse emission sources:Production of foodstuffs


PM2.5

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Table 4.49. Emissions of the cellulose, paper and food industry in 1990–2016, kt


1990 — 2.008 — — —1991 — 1.541 — — —1992 — 1.097 — — —1993 — 0.899 — — —1994 — 0.837 — — —1995 — 0.839 — — —1996 — 0.723 — — —1997 — 0.745 — — —1998 — 0.742 — — —1999 — 0.656 — — —2000 0.010 0.649 0.040 — 0.0852001 0.010 0.650 0.060 — 0.0662002 0.020 0.725 0.160 — 0.2232003 0.020 0.748 0.140 — 0.1262004 0.020 0.788 0.120 — 0.1332005 — 0.744 0.130 — 0.1272006 — 0.779 0.120 — 0.1692007 0.010 0.848 0.020 — 0.1142008 0.018 0.823 0.018 — 0.1322009 0.017 0.758 0.024 — 0.1372010 0.018 0.729 0.028 — 0.1582011 0.038 0.785 0.020 — 0.0792012 0.00003 0.757 0.000006 — 0.0462013 0.043 0.739 — — 0.0832014 0.003 0.718 0.0004 — 0.0602015 0.015 0.706 0.002 — 0.0572016 0.013 0.673 0.001 — 0.037

1990–2016, % — -66.5 — — —2005–2016, % — -9.5 -99.2 — -70.9


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1990

1991

1992

1993

1994

1995

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007

2008

2009

2010

2011

2012

2013

2014

2015

2016

0.0

0.5

1.0

1.5

2.0

2.5


Emiss

ions

, kt

Key: LOÜ = VOCFigure 4.38. Pollutant emissions of the cellulose, paper and food industry in 1990–2016, kt

Other industry

The other industry includes the wood processing industry, other industry engaged in an activities classified as ‘other activity’ and cold stores.

Wood processing and the other industry are significant sources of fine particulate matter. Cold stores are the primary sources VOC and NH3 emissions. Data on the wood processing industry in the inventory of atmospheric pollutants has been reflected as separate categories since 2009 due to changes in the SNAP code (the sector was reflected under the mineral industry until 2009).

Table 4.50. Categories of the other industry


2I Wood processing industry

Stationary emission sources:production and processing of sawn wood; construction of wooden buildings, windows and doors


PM2.5

2K Use of persistent organic pollutants and heavy metals

Stationary emission sources:mainly cold stores

Tier 3;VOC

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2L Other production, use, storage and handling

Stationary emission sources:other industry, cold stores

Tier 3;NOx, VOC, NH3,

PM2.5

Table 4.51. Emissions in other industries in 1990–2016, kt


1990 — — — — —1991 — — — — —1992 — — — — —1993 — — — — —1994 — — — — —1995 — — — — —1996 — — — — —1997 — — — — —1998 — — — — —1999 — — — — —2000 — — — 0.030 —2001 — — — 0.020 —2002 — — — 0.020 —2003 — — — 0.010 —2004 — — — 0.010 —2005 — — — 0.010 —2006 — — — 0.017 —2007 0.010 0.070 — 0.007 —2008 0.007 0.062 0.001 0.015 —2009 0.00008 0.034 0.001 0.005 0.0432010 0.0003 0.036 0.001 0.009 0.0552011 0.00007 0.032 0.001 0.006 0.0372012 0.00007 0.054 0.000005 0.008 0.0322013 0.001 0.051 0.000005 0.011 0.0322014 0.002 0.042 0.000004 0.001 0.0352015 0.002 0.025 0.000002 0.0002 0.0342016 0.021 0.406 0.004 0.180 0.268

1990–2016, % — — — — —2005–2016, % — — — 1 700.0 % —


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4.2.Policy priorities in the industry sector



The objective of the GPCP 2050 is to shape and nationally agree on the long-term climate policy vision, policy guidelines and target levels for the reduction of GHG in Estonia up to the year 2050. The development document contains long-term policy guidelines for the energy, transport, industry, agriculture, forestry and waste management sector with regard to moving towards the long-term climate policy vision of Estonia to reduce GHG emissions by at least 80 % by the year 2050 in comparison with the level of 1990100.

The development document GPCP 2050 determines the long-term climate policy vision, sectoral and cross-sectoral policy trends in Estonia at the national level, which establish a clear path for the mitigation of climate changes, i.e. reduction of GHG emissions, as well as for adapting to the impacts of climate changes. The long-term objective of Estonia is to transition to a low-carbon economy, which entails gradual and targeted restructuring of the economic and energy system to become more resource-efficient, economical, productive and eco-friendly.

In terms of all guidelines included in the GPCP 2050 for the energy and industry sector, industrial processes are influenced by guideline 2 which facilitates the implementation of mainly technologies that have a low emission factor of CO2 and the efficient use of resources in industrial processes101.

A more efficient use of resources throughout the production cycle will be facilitated in industrial companies. With the help of legislation, the industry is motivated to mainly use fuels and production input with low carbon dioxide emissions. Adoption of more efficient technologies or enhancement of existing technologies in industrial companies also has a positive effect on the reduction of pollutant emissions established by the NEC Directive.

Green book of industrial policy

A strong industrial sector forms a basis for economic growth and the development of other sectors. The primary objective of the Estonian industrial policy is to increase the competitiveness of the industrial sector, which will be reflected in the growth of value added per employee, based on the purchasing power parity, from the current 54 % to the EU28 average by 2030102.

Primary areas of development that may affect the reduction of emissions of (atmospheric) pollutants in the industrial processes sector:

value creation from local natural resources. Additional expertise shall be prepared for the sustainable use of the natural resources in Estonia, which shall form a basis for the management of natural resources currently in use and unused (new) natural resources.

100 Estonian Environmental Research Centre. General principles of climate policy 2050. Final report. [www]https://www.envir.ee/sites/default/files/kpp_2050_mojudehindamise_lopparuanne_25.05.pdf (22 October 2018)101 Estonian Environmental Research Centre. General principles of climate policy until 2050. Impact assessment of the energy and industry sector. [www]https://www.envir.ee/sites/default/files/kpp_2050_mojudehindamine_energeetika_ja_toostus_25.05.pdf (22 October 2018)102 Ministry of Economic Affairs and Communications. Green book of industrial policy. [www]https://www.mkm.ee/sites/default/files/toostuspoliitika_roheline_raamat_.pdf (27 February 2019)

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https://www.mkm.ee/sites/default/files/toostuspoliitika_roheline_raamat_.pdf

https://www.envir.ee/sites/default/files/kpp_2050_mojudehindamine_energeetika_ja_toostus_25.05.pdf


Particular attention will be paid to the maximum upcycling of renewable natural resources;

digitisation and automation of the industry, the primary output of which will be the use of production resources optimised in combination with new technologies;

industry sector that utilises national and international expertise and the potential of Estonian research and development activity to satisfy development and employment needs;

availability of financial instruments for attaining the development results of the industry sector.


Opportunities for Estonia to move towards becoming a more competitive low carbon economy by 2050

The study briefly discusses the measures included in the development document of the GPCP 2050 with regard to increasing the resource-efficiency of the industrial processes and the solvents sector by increased funding to research and development activity and implementation of technologies with a low emission factor of CO2 and clean-tech technologies103.

4.2.3. Legislation regulating the industry sector


The general objective of the AAPA35 supports a better social environment where the reduction of pollutants that disturb or endanger the population ensures improved health and welfare thanks to the establishment of a better quality living environment.

On the one hand, the AAPA distinguishes and organises the regulation of air quality and on the other hand that of pollutant emissions. The principles for the assessment and methodologies for the determination air quality are regulated separately, which simplifies the management of emissions and implementation of provisions concerning the reduction thereof.

The law concerns the regulation of an air pollution permit or registration of an installation. Regulation of the Minister of the Environment establishes threshold capacities for activities beyond which it is necessary to possess an air pollution permit for the activity or to register the activity of an operator of a stationary emission source. The law establishes obligations arising from an air pollution permit or integrated environmental permit, according to which the holder of the permit shall ensure that the emissions of pollutants released do not exceed the established limit value of said pollutant emissions, plan measures for limitation of emissions in the case of unfavourable weather conditions, carry out monitoring of emissions and, if necessary, prepare an action plan for the reduction of pollutant emissions and submit reports on the pollution of ambient air.

103 Ministry of the Environment. Opportunities for Estonia to move towards becoming a more competitive low carbon economy by 2050. [www] https://www.envir.ee/sites/default/files/loppraport_2050.pdf (27 February 2019)

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https://www.envir.ee/sites/default/files/loppraport_2050.pdf

The AAPA and Regulation No 49 ‘National commitments for reduction of anthropogenic emissions of pollutants in the territory and economic zone of Estonia, the terms for the performance thereof, exceptions and reporting’ of the Government of the Republic of Estonia104 transpose the NEC Directive. In addition, the AAPA and Regulation No 59 of the Minister of the Environment establish methods for the measurement and calculation of pollutant emissions.

Industrial Emissions Act (IEA)

The objective of the IEA is to achieve a high level of protection of the environment taken as a whole by minimising emissions into air, water and soil and the generation of waste to prevent adverse environmental impacts36.

The IEA is based on the Industrial Emissions Directive 2010/75/EU (IED)41, which brings together various EU directives that have addressed the topic for the purpose of comprehensive handling of industrial emission issues. As of certain threshold capacities, operators in areas of activity that pollute the environment pursuant to the law are required to apply for an integrated environmental permit. Requirements are also established for combustion plants, waste incineration plants and waste co-incineration plants, installations producing titanium dioxide and operators of installations using organic solvents. The requirements established include the limit values of emissions as well as commitments concerning the monitoring of emissions and measures for reduction of emissions. An integrated environmental permit fixes the requirements established for a specific installation, the fulfilment of which is compulsory.

The IEA combines increasing of productivity and reduction of environmental impact through the implementation of best available techniques (BAT), the concept of which entails moving towards lower emission levels. The greatest principal change lies in the changed procedure for determining BAT which forms the basis of the requirements for an integrated permit. The BAT requirement determines which technique a company has to use in their activity in order to ensure minimum environmental impact. Until now, BAT were determined on the basis of individual cases by using the BAT reference documents as a model. These described possible techniques in detail, but were not compulsory. The European Commission shall establish BAT conclusions which describe BAT requirements that are compulsory to companies (including with regard to limit values of emissions). This entails clearer and more uniform, but also stricter requirements for companies with regard to the techniques and methods used. The obligation of the operator to examine the environmental impact of their activity upon termination thereof and reduce such impact has been significantly supplemented as well.

104 National commitments for reduction of anthropogenic emissions of pollutants in the territory and economic zone of Estonia, the terms for the performance thereof, exceptions and reporting. RT I, 26 June 2018, 28. [www] https://www.riigiteataja.ee/akt/126062018028 (27 February 2019)

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4.3. Measures of the atmospheric pollutant reduction programme in the industrial processes sector

The only measure in the industrial processes sector, which has been in force since 1 June 2013 and has been approved by the working group of the atmospheric pollutants reduction programme in the area of energy, industrial processes and solvents, is the IEA which establishes requirements for large combustion plants, waste incineration plants and waste co-incineration plants, installations producing titanium dioxide and operators of installations using organic solvents. The requirements of the IEA include emission limit values, monitoring and emission reduction measures through the implementation of BAT, which help industrial processes move towards lower environmental impact and emission levels.

The impact of the IEA on the reduction of atmospheric pollutants in the industrial processes sector and the cost of the reduction of atmospheric pollutants, i.e. value of the measure, is difficult to assess objectively as in the case of handling a large number of installations, it must be kept in mind that within the meaning of the IEA, BAT solutions are installation-based in specific cases. The calculation methods for determining monetary value or cost are ambiguous and cannot be rigorously verified, and it is not possible to rely on actual manifesting or already manifested costs (direct costs, such as acquisition cost and indirect costs such as exploitation, etc.) or income.

The assessment of the costs required in the IEA concerning implementation of the restrictions and technology of users of the environment, investments to measures mitigating negative effects may be enabled by the multi-stage study on the monetary assessment of the external impact of environmental use in Estonia105, ordered by the Ministry of the Environment, the aim of which is to conduct an economic analysis concerning societal costs arising from, inter alia, atmospheric pollutants included in the atmospheric pollutants reduction programme (NOx, NH3, SO2, PMs, VOCs). The deadline for the completion of the final report of the study is 26 July 2019.

Considering the regulation of the industrial processes sector by the IEA and the small or marginal role of the sector in total atmospheric pollutant emissions in Estonia in 2016 (Chapter 4.1) as well as the clear declining trend in emissions during the period 1990–2016 (Key: LOÜ =VOC), there is no need for separate implementation of additional measures in the industrial processes sector as long as the requirements prescribed by current legislation are fulfilled.

105 Ministry of the Environment. Monetary assessment of the external impact of environmental use in Estonia. [www] https://www.envir.ee/et/uudised/riik-paneb-keskkonnakasutuse-rahasse (27 February 2019)

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4.4. Projection of atmospheric pollutants 2030

4.4.1. Methodology

A business-as-usual (BAU) projection was prepared with regard to atmospheric pollutants in the industrial processes sector in order to assess the future trends in emissions of atmospheric pollutants in the sector until 2030. As an input to the projections, the initial phase of the atmospheric pollutants reduction programme saw the Ministry of the Environment submit a proposal to 20 companies engaged in the industrial processes sector, who were asked to prepare an action plan for years 2018–2030 concerning their future plans (investments to emission reduction measures, expansion plans, etc.) on reducing pollutant emissions from their installation. 14 companies who received the enquiry in the industrial processes sector submitted their action plan. Only two companies – Kunda Nordic Tsement AS and Nitrofert AS – submitted a production plan that has a direct impact on the emissions of atmospheric pollutants in the industrial processes sector, and information reflecting the measures for the mitigation thereof up to 2030. None of the companies projected a decline in production volume by 2030 in comparison with the reference year 2016. Projections of atmospheric pollutants were based on the emission determination categories and the Tier 1, Tier 2 and Tier 3 method52 in the EMEP/EEA Guidebook 2016, which are described in Chapter 4.1. Due to the lack of internationally approved projection models and a methodology concerning atmospheric pollutants in the industrial processes sector, the emissions from the categories of this sector were modelled on the basis of expert assessments and averaging of several projection scenarios of the category, which are based on the 2018 inventory of atmospheric pollutants described in Chapter 4.18 as well, and the underlying indicators approved by the industrial processes working group, which are described in the following Chapter 4.4.2.


Underlying indicators are quantitative or qualitative factors that have the greatest impact on the emissions of atmospheric pollutants in the sector/category and characterise future trends. The projection scenarios on the categories of the industrial processes sector represent quantitative interpretations of underlying indicators, the averaging of which reflects the most likely future emissions of atmospheric pollutants in the sector/area.

Based on the EMEP/EEA Guidebook 2016 and the 2018 inventory of atmospheric pollutants, the underlying indicators of emissions in the industrial processes sector are as follows:

● action plans for reduction of pollutant emissions from primary stationary emission sources (i.e. companies) and trends in production volumes, especially with regard to the mineral materials industry;

● the relation between emissions and the value of GDP in constant prices as per the 2018 economic projection of the Minister of Finance106, especially in terms of construction and demolition activity, asphalting works and the food industry;

● production of cellulose and paper at current volume;

106 Long-term economic projection of the Minister of Finance until 2070. [www] https://www.rahandusministeerium.ee/et/riigieelarve-ja-majandus/majandusprognoosid (3 December 2018)

126

https://www.rahandusministeerium.ee/et/riigieelarve-ja-majandus/majandusprognoosid


● historical trends described in Chapter 4.1.

127

4.4.3. Projection

Due to the lack of additional measures, only a BAU scenario was developed for the industrial processes sector during the atmospheric pollutants reduction programme (Key: LOÜ-d = VOCs) and it is based on the period from reference year 2005 to base year 2016, provided that the current trends described in Chapter 4.1 continue under the influence of the underlying indicators described in Chapter 4.4.2. No new policies for achieving the atmospheric pollutant targets and leading to significant changes in production demand or concerning BAT are expected to be adopted in the industrial processes sector. The BAU scenario projects that by 2030, the primary emission sources in the industrial processes sector (Vertical axis: emissions) will be the food industry (2H2) category, the VOC emissions of which will grow by 19.21 % in comparison with base year 2016 and by 10.45 % in comparison with reference year 2005, comprising 79.42 % of VOC emissions in the sector, and the construction and demolition (2A5b) category, the PM2.5

emissions of which will increase by 70.80 % in comparison with base year 2016 and by 40.00 % in comparison with reference year 2005, constituting 56.10 % of PM2.5 emissions in the sector. The increase in emissions from these categories is spurred on chiefly by the projected economic growth. The BAU scenario projects (Table 4.52) that the total emissions of atmospheric pollutants in the industrial processes sector will decrease between 35.83 % (VOCs) and 89.29 % (SO2) by 2030 in comparison with reference year 2005.

2005

2006

2007

2008

2009

2010

2011

2012

2013

2014

2015

2016

2017

2018

2019

2020

2021

2022

2023

2024

2025

2026

2027

2028

2029

2030

0.00

0.20

0.40

0.60

0.80

1.00

1.20

1.40

1.60

1.80

2.00

SO2 NOx LOÜ-d NH3 PM2.5

Emiss

ions

, kt

Key: LOÜ-d = VOCsFigure 4.39. BAU scenario of emissions of atmospheric pollutants in the industrial processes sector up to 2030, kt

128


129

Key to top graph:

Other product manufacture, use, storage, handling and transport

Use of persistent organic pollutants and heavy metals

Timber processing

Food production

Cellulose and paper production

Asphalting works

Production of basic metals: other

Copper production

Zinc production

Lead production

Aluminium production

Iron and steel manufacturing

Storage, handling and transport of chemical products

Chemical industry: other

Ammonia production

Other mineral products

Construction and demolition

Mining for minerals (excluding coal)

Lime production

Cement production

Horizontal axis of top graph: LOÜ = VOC

Figure 4.40. BAU scenario of emissions of atmospheric pollutants in the industrial processes sector up to 2030, kt

Table 4.52. Absolute and relative change in emissions from the industrial processes sector in the years 2005–2030 based on the BAU scenario on atmospheric pollutants

NO

x

Tot

al e

mis

sion

s, kt

NO

x

Cha

nge

in c

ompa

riso

n w

ith 2

005

SO2

Tot

al e

mis

sion

s, kt

SO2

Cha

nge

in c

ompa

riso

n w

ith 2

005

VO

CT

otal

em

issi

ons,

kt

VO

CC

hang

e in

com

pari

son

with

200

5

PM2.

5

Tot

al e

mis

sion

s, kt

PM2.

5

Cha

nge

in c

ompa

riso

n w

ith 2

005

NH

3

Tot

al e

mis

sion

s, kt

NH

3

Cha

nge

in c

ompa

riso

n w

ith 2

005

130

BAU = RAS BAU = RAS BAU = RAS BAU = RAS BAU = RAS

2005 0.176 0.130 1.569 0.582 0.201

2016 0.001 0.045 0.768 0.225 0.071

2020 0.082 -53.45 % 0.011 -91.63 % 0.909 -42.06 % 0.279 -52.11 % 0.091 -54.83 %

2025 0.094 -46.16 % 0.012 -90.41 % 0.962 -38.67 % 0.307 -47.30 % 0.098 -51.12 %

2030 0.107 -39.20 % 0.014 -89.29 % 1.007 -35.83 % 0.334 -42.67 % 0.108 -46.31 %

131

5. SOLVENTS SECTOR

5.1.Emissions of atmospheric pollutants in the solvents sector in Estonia during the period 1990–2016

This chapter addresses VOC emissions arising from the use of solvents and products that contain solvents. Moreover, the solvents sector (Table 5.53) also includes PM2.5 emissions from the use of paints, burning of tobacco and the use of fireworks. In addition to the aforementioned, the solvents sector also generates small quantities of NOx, SO2 and NH3 emissions.

Table 5.53. Categories of the solvents sector

NFR code concerning

area of activity

Subsector Description of activity Methodology, pollutants

2D3a Use of solvents in households

Includes emissions from the use of solvents in households, excluding use of paints

Tier 1;VOC

2D3d Use of paintsIncludes emissions from the use of paints in households and industry

Tier 2 /Tier 3;

NOx, VOC, SO2

2D3e Degreasing

Includes emissions from degreasing in the electronics industry and other industrial degreasing

Tier 1 /Tier 3;

NOx, VOC, NH3, PM2.5

2D3f Dry cleaning Includes emissions from dry cleaning

Tier 1 / Tier 3;VOC

2D3g Production and processing of chemical products

Includes emissions from processing polyurethane and polystyrene foam and rubber, production of paints, inks and glue, processing of textile and leather and other use of solvents


NH3, PM2.5

2D3h Printing Includes emissions from solvents in printing houses

Tier 1 / Tier 3;NOx, VOC, NH3

2D3i Other solvent use

Includes emissions from edible and nonedible oil extraction, application of glues and adhesives, preservation of wood, underseal treatment and conservation of vehicles

Tier 2 / Tier 3;NOx, VOC, SO2,

NH3

2G Other product useIncludes emissions from the burning of tobacco and the use of fireworks

Tier 2:NOx, VOC, SO2,

NH3, PM2.5

132

Source data for the calculation of emissions in the solvents sector are derived from Statistics Estonia, Eurostat (Tier 1 and Tier 2 methods) and from the OSIS information system concerning emission sources of ambient air pollutants (Tier 3 method). Statistical databases are used to gather data on population, solvents used, foreign trade (import and export) and output of products that contain solvents, whereas OSIS provides data that companies with an environmental permit (air pollution permit or integrated environmental permit) submit on the quantity of solvents and chemicals containing solvents that they have used along with the emissions of pollutants released during the use thereof. OSIS data is considered the most accurate data available as all emissions of pollutants have been set out in consideration of the specific technology of each company, equipment used for reducing emissions as well as measurement results. However, it should be noted that the proportion of the point sources of OSIS in the inventory of atmospheric pollutants have constituted only around 20 % of total VOC emissions in Estonia in the last 10 years, which means that the majority of emissions are calculated on the basis of statistical source data and international specific emissions. In the case of Tier 1 and Tier 2 methods, specific emissions are utilised across various activities (EMEP/EEA Guidebook 2016), thus supporting the reporting activity of states under the CLRTAP and the NEC Directive.

VOC emissions constitute the largest proportion of emissions in the solvents sector. In 2016, VOC emissions from the solvents sector constituted roughly one third of total VOC emissions in Estonia (Figure 5.1). With the exclusion of VOC emissions generated in the agriculture sector (constituting 20.3 % of total VOC emissions in Estonia in 2016), which are not considered as part of national reduction commitments under point 4 (3) d) of the NEC Directive, the share of the solvents sector in VOC emissions amounts to 41.5 % of total VOC emissions in Estonia. Emissions of other atmospheric pollutants from the solvents sector in the atmospheric pollutants reduction programme constitute a marginal portion of total atmospheric pollutants in Estonia.

Use of paints comprised the biggest share in the VOC emissions released from the solvents sector (Figure 5.1) in 2016, constituting 46.30 % of the entire sector. This was followed by use of solvents in households with 21.27 %, degreasing with 14.72 %, other solvent use with 9.49 %, printing with 6.45 %, production and treatment of chemical products with 1.69 %. The subsectors concerning other product use and dry cleaning were the most insignificant with 0.12 % and 0.06 % respectively.

133

Eesti kokku66.98%

Värvide kasutamine15.27%

Lahustite kasutamine ko-dumajapidamistes

7.03%

Pinna puhastamine4.87%

Muu lahustite kasutamine3.10%

Trükkimine2.13%

Keemiakaupade tootmine ja töötlemine0.56%

Teiste toodete kasutamine0.04%

Keemiline puhastus0.02%

Key:

Left pie chart: Total Estonia 66.98%, Solvents sector 33.02%

Right pie chart: use of paints 15.27%, use of solvents in households 7.03%, surface cleaning 4.87%, use of other solvents 3.10%, printing 2.13%, manufacturing and processing of chemical products 0.56%, use of other products 0.04%, dry cleaning 0.02%

Figure 5.41. Proportion of VOC emissions from the solvents sector in 2016, %

43.4%

23.9%

12.6%

0.2%5.3%

0.9%13.5%0.2%

1990

Lahustite kasutamine kodumajapidamistes Värvide kasutamine Pinna puhastamine

Keemiline puhastus Tööstustoodete tootmine ja töötlemine Trükkimine

Muu lahustite kasutamine Teiste toodete kasutamine

21.3%

46.3%

14.7%

0.1%1.7%6.5%

9.4%0.1%

2016

Lahustite kasutamine kodumajapidamistes Värvide kasutamine Pinna puhastamine

Keemiline puhastus Tööstustoodete tootmine ja töötlemine Trükkimine

Muu lahustite kasutamine Teiste toodete kasutamine

Key (L and R charts):

use of solvents in households

134

use of paints

surface cleaning

dry cleaning

manufacturing and processing of industrial products

printing

use of other solvents

use of other products

Figure 5.42. Distribution of VOC emissions in the solvents sector in 1990 in comparison with 2016, %

VOC emissions from the solvents sector have decreased by 20.8 % since the 1990s. Figure 5.3 reveals that the changes in emissions from the solvents sector depend on the economy, because there are three great periods of decline in emissions which coincide the following economic crises that affected the Estonian economy.

1) Economic changes in 1991 which caused an extensive restructuring of the industry sector.

2) Asian economic crisis in 1997 which caused a financial crisis in the Russian Federation in August 1998 and gave rise to an economic depression in the EU in 2000 and 2001.

3) The great global economic depression in August 2007, the effects of which continued until 2010.

However, the impact of legislation in the reduction of emissions should not be underrated, as it has been used to regulate industrial emissions of VOC in the case of certain activities since 2004 (Regulation No 114 of the Minister of the Environment107, transposing the Solvents Directive 1999/13/EU108, and as of 2013, Chapter 5 of the IEA36 which transposed the Industrial Emissions Directive 2010/75/EU41). The Paints Directive 2004/42/EU109 was adopted in order to reduce VOC emissions in households at the EU level, establishing limits for paints and varnishes with regard to the content of organic solvents in ready-to-use mixtures. This Directive also stipulates quantitative limits for the content of organic solvents in ready-to-use mixtures of refinishing products for vehicles.

The reduction in emissions has certainly been positively influenced by the development of technologies, which facilitate reuse of solvents and use of chemicals with a lower solvent content, e.g. wider use of water-based paints, and the general perceived change in consumption habits towards more eco-friendly behaviour.

107 Limit values of emissions of volatile organic compounds released into ambient air during the use of solvents, monitoring requirements of pollutant emissions released from pollution sources and criteria for assessing adherence to the limit values of emissions. RT I, 16 May 2013, 36. [www] https://www.riigiteataja.ee/akt/798568 (27 February 2019)108Directive 1999/13/EC of the European Parliament and of the Council on the limitation of emissions of volatile organic compounds due to the use of organic solvents in certain activities and installations. OJ L 085, 29 March 1999. [www]https://eur-lex.europa.eu/legal-content/ET/TXT/HTML/?uri=CELEX:31999L0013&from=EN (22 February 2019)109 Directive 2004/42/EC of the European Parliament and of the Council on the limitation of emissions of volatile organic compounds due to the use of organic solvents in certain paints and varnishes and vehicle refinishing products and amending Directive 1999/13/EC. OJ L 143/87, 30 April 2004. [www] https://eur-lex.europa.eu/legal-content/ET/TXT/PDF/?uri=CELEX:32004L0042&from=EN (22 February 2019)

135



19901991

19921993

19941995

19961997

19981999

20002001

20022003

20042005

20062007

20082009

20102011

20122013

20142015

20160

1

2

3

4

5

6

7

8

9

10

11

2D3a Lahustite kasutamine kodumajapidamistes 2D3d Värvide kasutamine2D3e Pinna puhastamine 2D3f Keemiline puhastus2D3g Keemiatoodete tootmine ja töötlemine 2D3h Trükkimine2D3i Muu lahustite kasutamine 2G Teiste toodete kasutamine

VOC

emis

sion

s, k

t

Key:

Use of solvents in households Use of paints

Surface cleaning Dry cleaning

Manufacturing and processing of chemical products Printing

Use of other solvents Use of other products

Figure 5.43. VOC emissions in the solvents sector by subsectors during the period 1990–2016, kt

Table 5.54 sets out VOC emissions by subsectors of solvents in 1990–2016. Changes in the trends of subsectors in comparison of years 1990 and 2005 have been submitted at the end of the Table.

Table 5.54. VOC emissions in the solvents sector by subsectors during the period 1990–2016, kt

Year 2D3a 2D3d 2D3e 2D3f 2D3g 2D3h 2D3i 2G1990 4.068 2.242 1.183 0.015 0.496 0.080 1.264 0.0201991 4.060 2.612 1.169 0.012 0.615 0.066 1.365 0.0171992 4.027 1.579 1.149 0.011 0.201 0.054 0.628 0.0091993 3.914 1.431 1.124 0.012 0.135 0.058 0.505 0.0131994 3.825 2.127 1.136 0.018 0.135 0.090 0.540 0.0111995 3.751 2.848 1.157 0.025 0.250 0.126 0.810 0.0111996 3.691 3.077 1.258 0.030 0.197 0.134 0.949 0.0101997 3.642 3.305 1.223 0.005 0.192 0.172 0.808 0.0151998 3.608 3.525 1.178 0.024 0.307 0.214 1.154 0.0101999 3.572 3.137 1.173 0.050 0.217 0.223 1.111 0.010

136

Year 2D3a 2D3d 2D3e 2D3f 2D3g 2D3h 2D3i 2G2000 3.629 2.258 1.160 0.050 0.107 0.248 1.115 0.0092001 3.217 1.944 1.118 0.047 0.113 0.273 1.055 0.0092002 2.809 2.444 1.139 0.056 0.151 0.323 1.393 0.0112003 2.420 2.488 1.115 0.064 0.127 0.392 1.446 0.0112004 2.022 3.355 1.109 0.064 0.184 0.474 1.303 0.0112005 1.631 3.842 1.105 0.062 0.125 0.744 1.384 0.0132006 1.621 4.177 1.145 0.065 0.158 0.655 1.588 0.0122007 1.612 3.742 1.116 0.054 0.265 0.452 1.216 0.0172008 1.606 2.815 1.100 0.051 0.314 0.765 1.097 0.0072009 1.603 2.066 1.022 0.022 0.497 0.204 0.764 0.0122010 1.600 2.092 1.051 0.012 0.164 0.354 0.425 0.0062011 1.596 2.600 1.056 0.018 0.313 0.344 0.517 0.0092012 1.590 2.599 1.045 0.008 0.337 0.456 0.630 0.0092013 1.584 2.961 1.033 0.039 0.268 0.461 0.562 0.0092014 1.579 3.167 1.019 0.041 0.338 0.458 0.551 0.0092015 1.576 3.179 1.051 0.030 0.178 0.473 0.665 0.0092016 1.579 3.430 1.093 0.004 0.125 0.479 0.705 0.009

Trend 1990–2016, % -61.2 53.0 -7.6 -73.3 -74.8 498.8 -44.2 -55.0Trend 2005–2016, % -3.2 -10.7 -1.1 -93.5 0.2 -35.6 -49.1 -30.8

Since the emissions of NOx, SO2, NH3 and PM2.5 are insignificant in the solvents sector, Tables 5.3–5.6 only set out the emissions of these pollutants by subsectors of the solvents sector in years 1990–2016 (as of 2000 in the case of PM2.5). Changes in the trends of subsectors in comparison of years 1990 (2000 in the case of PM2.5) and 2005 have been submitted at the end of the Table.

Table 5.55. NOx emissions in the solvents sector by subsectors during the period 1990–2016, kt

Year 2D3a 2D3d 2D3e 2D3f 2D3g 2D3h 2D3i 2G1990 ─ ─ ─ ─ 0.000 ─ ─ 0.0071991 ─ ─ ─ ─ 0.000 ─ ─ 0.0061992 ─ ─ ─ ─ 0.000 ─ ─ 0.0031993 ─ ─ ─ ─ 0.000 ─ ─ 0.0051994 ─ ─ ─ ─ 0.000 ─ ─ 0.0041995 ─ ─ ─ ─ 0.000 ─ ─ 0.0041996 ─ ─ ─ ─ 0.000 ─ ─ 0.0041997 ─ ─ ─ ─ 0.000 ─ ─ 0.0061998 ─ ─ ─ ─ 0.000 ─ ─ 0.0041999 ─ ─ ─ ─ 0.000 ─ ─ 0.0042000 ─ ─ ─ ─ 0.000 ─ ─ 0.0042001 ─ ─ ─ ─ 0.000 ─ ─ 0.004

137

Year 2D3a 2D3d 2D3e 2D3f 2D3g 2D3h 2D3i 2G2002 ─ ─ ─ ─ 0.000 ─ ─ 0.0042003 ─ ─ ─ ─ 0.000 ─ ─ 0.0042004 ─ ─ ─ ─ 0.000 ─ ─ 0.0042005 ─ ─ ─ ─ 0.000 ─ ─ 0.005

2006 ─ 0.00003 ─ ─ 0.000 0.000

5 ─ 0.005

2007 ─ 0.00002 ─ 0.000 0.001 0.0000

2 0.007

2008 ─ 0.00001

0.00003 ─ 0.000 ─ ─ 0.003

2009 ─ 0.00002 ─ ─ ─ ─ ─ 0.004

2010 ─ 0.00005 ─ ─ ─ 0.000

2 ─ 0.002

2011 ─ ─ ─ ─ ─ ─ ─ 0.0032012 ─ ─ ─ ─ ─ ─ ─ 0.0032013 ─ ─ ─ ─ ─ ─ ─ 0.0032014 ─ ─ ─ ─ ─ ─ ─ 0.0032015 ─ ─ ─ ─ ─ ─ ─ 0.003

2016 ─ 0.00002 ─ ─ ─ ─ ─ 0.004

Trend 1990–2016, % ─ ─ ─ ─ ─ ─ ─ -42.9Trend 2005–2016, % ─ ─ ─ ─ ─ ─ ─ -20.0

Table 5.56. SO2 emissions in the solvents sector by subsectors during the period 1990–2016, kt

Year 2D3a 2D3d 2D3e 2D3f 2D3g 2D3h 2D3i 2G1990 ─ ─ ─ ─ 0.000 ─ ─ 0.0001991 ─ ─ ─ ─ 0.000 ─ ─ 0.0001992 ─ ─ ─ ─ 0.000 ─ ─ 0.0001993 ─ ─ ─ ─ 0.000 ─ ─ 0.0001994 ─ ─ ─ ─ 0.000 ─ ─ 0.0001995 ─ ─ ─ ─ 0.000 ─ ─ 0.0001996 ─ ─ ─ ─ 0.000 ─ ─ 0.0001997 ─ ─ ─ ─ 0.000 ─ ─ 0.0001998 ─ ─ ─ ─ 0.000 ─ ─ 0.0001999 ─ ─ ─ ─ 0.000 ─ ─ 0.0002000 ─ ─ ─ ─ 0.000 ─ ─ 0.0002001 ─ ─ ─ ─ 0.000 ─ ─ 0.0002002 ─ ─ ─ ─ 0.000 ─ ─ 0.0002003 ─ ─ ─ ─ 0.000 ─ ─ 0.0002004 ─ ─ ─ ─ 0.000 ─ ─ 0.0012005 ─ ─ ─ ─ 0.000 ─ ─ 0.0012006 ─ 0.00000 ─ ─ 0.0000 ─ 0.001 0.001

138

Year 2D3a 2D3d 2D3e 2D3f 2D3g 2D3h 2D3i 2G2 7

2007 ─ 0.000001 ─ ─ 0.0002 ─ 0.001 0.001

2008 ─ 0.000001 ─ ─ 0.0002 ─ 0.001 0.001

2009 ─ 0.00002 ─ ─ 0.0001 ─ 0.001 0.0002010 ─ ─ ─ ─ 0.0001 ─ 0.001 0.0012011 ─ ─ ─ ─ ─ ─ 0.001 0.001

2012 ─ 0.000007 ─ ─ ─ ─ ─ 0.001

2013 ─ 0.000007 ─ ─ ─ ─ ─ 0.001

2014 ─ 0.00001 ─ ─ ─ ─ ─ 0.002

2015 ─ 0.000007 ─ ─ ─ ─ ─ 0.001

2016 ─ 0.000009 ─ ─ ─ ─ ─ 0.001

Trend 1990–2016, % ─ ─ ─ ─ ─ ─ ─ 15 962.5Trend 2005–2016, % ─ ─ ─ ─ ─ ─ ─ 28.1

Table 5.57. NH3 emissions in the solvents sector by subsectors during the period 1990–2016, kt

Year 2D3a 2D3d 2D3e 2D3f 2D3g 2D3h 2D3i 2G1990 ─ ─ ─ ─ 0.000 ─ ─ 0.0171991 ─ ─ ─ ─ 0.000 ─ ─ 0.0151992 ─ ─ ─ ─ 0.000 ─ ─ 0.0071993 ─ ─ ─ ─ 0.000 ─ ─ 0.0111994 ─ ─ ─ ─ 0.000 ─ ─ 0.0091995 ─ ─ ─ ─ 0.000 ─ ─ 0.0091996 ─ ─ ─ ─ 0.000 ─ ─ 0.0091997 ─ ─ ─ ─ 0.000 ─ ─ 0.0131998 ─ ─ ─ ─ 0.000 ─ ─ 0.0081999 ─ ─ ─ ─ 0.000 ─ ─ 0.0092000 ─ ─ ─ ─ 0.000 ─ ─ 0.0082001 ─ ─ ─ ─ 0.000 ─ ─ 0.0082002 ─ ─ ─ ─ 0.000 ─ ─ 0.0102003 ─ ─ ─ ─ 0.000 ─ ─ 0.0102004 ─ ─ ─ ─ 0.000 ─ ─ 0.0102005 ─ ─ ─ ─ 0.010 ─ ─ 0.0112006 ─ ─ 0.00003 ─ 0.003 ─ ─ 0.010

2007 ─ ─ 0.000006 ─ 0.001 0.001 0.00000

4 0.015

2008 ─ ─ 0.000007 ─ 0.001 ─ ─ 0.006

139

Year 2D3a 2D3d 2D3e 2D3f 2D3g 2D3h 2D3i 2G

2009 ─ ─ ─ ─ 0.001 ─ 0.000003 0.010

2010 ─ ─ ─ ─ 0.002 ─ ─ 0.005

2011 ─ ─ ─ ─ 0.003 ─ 0.000004 0.008

2012 ─ ─ ─ ─ 0.003 ─ 0.000004 0.007

2013 ─ ─ ─ ─ 0.002 ─ 0.000004 0.008

2014 ─ ─ ─ ─ 0.003 ─ 0.000004 0.008

2015 ─ ─ ─ ─ 0.003 ─ 0.000004 0.008

2016 ─ ─ ─ ─ 0.004 ─ ─ 0.008Trend 1990–2016, % ─ ─ ─ ─ ─ ─ ─ -54.9Trend 2005–2016, % ─ ─ ─ ─ -60.0 ─ ─ -27.3

Table 5.58. PM2.5 emissions in the solvents sector by subsectors during the period 2000–2016, kt

Year 2D3a 2D3d 2D3e 2D3f 2D3g 2D3h 2D3i 2G2000 ─ ─ ─ ─ ─ ─ ─ 0.0562001 ─ 0.010 ─ ─ ─ ─ ─ 0.0572002 ─ 0.020 ─ ─ ─ ─ ─ 0.0672003 ─ ─ ─ ─ 0.001 ─ ─ 0.0702004 ─ ─ ─ ─ 0.000 ─ ─ 0.0732005 ─ 0.010 ─ ─ 0.003 ─ ─ 0.0872006 ─ ─ ─ ─ ─ ─ ─ 0.087

2007 ─ ─ 0.00001 ─ ─ ─ ─ 0.121

2008 ─ ─ ─ ─ ─ ─ ─ 0.0582009 ─ ─ ─ ─ ─ ─ ─ 0.0712010 ─ ─ ─ ─ ─ ─ ─ 0.0482011 ─ ─ ─ ─ ─ ─ ─ 0.0662012 ─ ─ ─ ─ ─ ─ ─ 0.0692013 ─ ─ ─ ─ ─ ─ ─ 0.0722014 ─ ─ ─ ─ ─ ─ ─ 0.0762015 ─ ─ ─ ─ ─ ─ ─ 0.070

2016 ─ 0.00002 ─ ─ ─ ─ ─ 0.073

Trend 2000–2016, % ─ ─ ─ ─ ─ ─ ─ 30.4Trend 2005–2016, % ─ ─ ─ ─ ─ ─ ─ -16.1

140

5.2. Policy priorities in the solvents sector


No national development plans have been prepared in Estonia with regard to the solvents sector specifically and no guidelines have been developed under other national development plans with regard to the use of chemicals containing solvents in the industry or households. An extremely general and indirect reference can be made to the general principles of climate policy until 2050, climate change adaption development plan until 2030 and the green book of industrial policy, the aim of which is to facilitate the implementation of technologies with a low emission factor of CO2 and efficient use of resources in the entire production cycle. The green book of industrial policy adds further development areas such as the common use of digital and automated technologies in the industry sector, utilisation of local and international knowledge and the potential of Estonian research and development activity in the industry sector, research and development activity, in turn, considers the needs of the Estonian industry, availability of the financial instruments necessary for the industry sector to achieve results, training opportunities offered in Estonia and better compliance of people’s skills with the development needs of the industrial sector.


Two studies are worth mentioning with regard to other national studies. The first is a study carried out by the Estonian Environmental Research Centre in 2012 by the order of the Ministry of the Environment on the determination of VOCs in paints, varnishes and finishing products110. The objective of the work was not to study or offer measures for reducing the VOC emissions or the content thereof in products, but to determine the content of VOCs in the products observed by sampling and analysis thereof. The Ministry of the Environment used the results of the study to analyse whether the paints, varnishes and other finishing products on the market comply with the limit values established for VOCs by a regulation of the Minister of the Environment, transposing the requirements of Directive 2004/42/EC of the European Parliament and of the Council110.

Another study worth mentioning is on Estonia’s opportunities to move towards a more competitive low-carbon economy by 2050, which was conducted by the Centre for Applied Social Sciences (CASS) of the University of Tartu in cooperation with the Estonian Institute for Sustainable Development (Tallinn Centre of the Stockholm Environment Institute, SEI Tallinn) and the Estonian Fund for Nature on the order of the Ministry of the Environment and by co-funding of the Estonian Environmental Research Centre. The study also discusses the solvents sector, although it has been addressed along with other industrial processes in accordance with the IPCC 2006 guidebook. The study covers the same measures that have been described in the general principles of climate policy until 2050.

110 Estonian Environmental Research Centre. Determination of volatile organic compounds in paints, varnishes and finishing products. [www]https://www.envir.ee/sites/default/files/loy_varv_aruanne_2012.pdf (27 February 2019)

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5.2.3. Legislation regulating the solvents sector

At the EU level, VOC emissions from the solvents sector are regulated by two directives. Directive 2010/75/EU of the European Parliament and of the Council on industrial emissions111, transposed into Estonian law with the IEA36, establishing limit values for VOC emissions with regard to certain activities (industrial activities in particular) and Directive 2004/42/EC of the European Parliament and of the Council110 establishing limit values for the content of organic solvent in certain paints and varnishes and vehicle refinishing products (non-industrial activities in particular). This covers industrial VOC emissions as well as the content of organic solvent in the paints, varnishes and refinishing products used in households and vehicle repair shops for the purpose of reducing VOC emissions released from the use of the latter.

Operation of installations that are not regulated by the IEA is covered by the AAPA and the requirements established with the implementing acts thereof.

The solvents sector may also be linked with the CLRTAP and the NEC Directive handling the reduction of national emissions of certain atmospheric pollutants, although neither of these are focused on the regulation of VOC emissions from the solvents sector in particular.

111 Directive 2010/75/EU of the European Parliament and of the Council on industrial emissions (integrated pollution prevention and control). OJ L 334/17, 17 December 2010 [www]https://eur-lex.europa.eu/legal-content/ET/TXT/HTML/?uri=CELEX:32010L0075&from=EN (27 February 2019)

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5.3. Measures of the atmospheric pollutant reduction programme in the solvents sector

The only measure in the solvents sector, which has been in force since 1 June 2013 and has been approved by the working group of the atmospheric pollutants reduction programme in the area of energy, industrial processes and solvents, is the IEA which establishes requirements for large combustion plants, waste incineration plants and waste co-incineration plants, installations producing titanium dioxide and operators of installations using organic solvents. The requirements of the IEA include emission limit values, monitoring and emission reduction measures through the implementation of BAT, which help industrial processes move towards lower environmental impact and emission levels.

The impact of the IEA on the reduction of atmospheric pollutants in the solvents sector and the cost of the reduction of atmospheric pollutants, i.e. value of the measure, is difficult to assess objectively as in the case of handling a large number of installations, it must be kept in mind that within the meaning of the IEA, BAT solutions are installation-based in specific cases. The calculation methods for determining monetary value or cost are ambiguous and cannot be rigorously verified, and it is not possible to rely on actual manifesting or already manifested costs (direct costs, such as acquisition cost and indirect costs such as exploitation, etc.) or income.

The assessment of the costs required in the IEA concerning implementation of the restrictions and technology of users of the environment, investments to measures mitigating negative effects may be enabled by the multi-stage study on the monetary assessment of the external impact of environmental use in Estonia112, ordered by the Ministry of the Environment, the aim of which is to conduct an economic analysis concerning societal costs arising from, inter alia, atmospheric pollutants included in the RAS (NOx, NH3, SO2, PMs, VOCs). The deadline for the completion of the final report of the study is 26 July 2019.

Considering that the solvents sector is subject to limit values of VOCs and quantitative limits for organic solvent content in paints, varnishes, vehicle refinishing products (for non-industrial activities in particular) and certain DIY products113 established at the EU level, the implementation of further measures for the reduction of VOC emissions in the solvents sector is unnecessary as long as the requirements prescribed by current legislation are fulfilled.

At the same time, compilers of the programme see an opportunity to improve the calculation of VOC emissions in the solvents sector of the inventory of atmospheric pollutants with regard to the use of solvents in households (NFR 2D3a). Pursuant to the inventory report of 1990–2016, the use of solvents in households has proved to be the key sector in terms of VOC emissions (2018 inventory of atmospheric pollutants, Table 1.1, p. 33), however, the lowest Tier 1 method has been used for the calculation of VOC emissions. Pursuant to the guidelines for reporting on emissions and projections of the CLRTAP (ECE/EB.AIR/125)114, member states of the 112 Ministry of the Environment. Monetary assessment of the external impact of environmental use in Estonia. [www] https://www.envir.ee/et/uudised/riik-paneb-keskkonnakasutuse-rahasse (27 February 2019)113 Do-it-yourself products, i.e. products to be purchased from the store and used at home, which contain organic solvents, e.g. paints for finishing pieces and the functional, decorative or protective elements related thereto and other coatings and vehicle refinishing products.114 Guidelines for Reporting Emissions and Projections Data under the Convention on Long-range Transboundary Air Pollution. [www]http://www.ceip.at/fileadmin/inhalte/emep/2014_Guidelines/ece.eb.air.125_ADVANCE_VERSION_reporting_guidelines_2013.pdf (2 December 2018)

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Convention must calculate the pollutant emissions of key sectors via Tier 2 method at minimum. Page 174 of the Estonian inventory of atmospheric pollutants sets out that the reason for the use of the Tier 1 method stems from the fact that there is no detailed information about the use of domestic solvent products in Estonia, based on which the higher level Tier 2 method could be used for the calculation of VOC emissions. As the specific emissions of the Tier 1 method are based on VOC emissions of 1.2 kg per resident, there is reason to assume that VOC emissions in the sector are likely overestimated, which in turn influences the projection on VOC emissions in the solvents sector. In light of the aforementioned, compilers of the programme recommend to look into ways to assess VOC emissions arising from the use of solvents in households more accurately.


5.4.1. Methodology

A business-as-usual (BAU) projection was prepared with regard to atmospheric pollutants in the solvents sector in order to assess the future trends in emissions of atmospheric pollutants in the sector until 2030. As an input to the projections, the initial phase of the atmospheric pollutants reduction programme saw the Ministry of the Environment submit a proposal to companies engaged in the solvents sector, who were asked to prepare an action plan for years 2018–2030 concerning their future plans (investments to emission reduction measures, expansion plans, etc.) on reducing pollutant emissions from their installation Three companies who received the enquiry in the solvents sector submitted their action plan: BLRT Grupp AS, Viljandi Aken ja Uks AS and Jeld-Wen Eesti AS, who are engaged in the sector’s largest subsector, i.e use of paints. According to statistical data, these three companies utilise 6.8 % of the paints used in Estonia and the VOC emissions thereof constitute 9.9 % in the subsector of the use of paints and 4.6 % of VOC emissions in the entire solvents sector. All companies are planning to focus on reducing VOC emissions in the upcoming years. Projections of atmospheric pollutants were based on the emission determination categories and the Tier 1, Tier 2 and Tier 3 methods in the EMEP/EEA Guidebook 201652, which are described in more detail in Chapter 5.1. Due to the lack of internationally approved projection models and a methodology concerning atmospheric pollutants in the solvents sector, the emissions from the categories of this sector were modelled on the basis of expert assessments and averaging of several projection scenarios of the category, in which the projection scenarios are based on the 2018 inventory of atmospheric pollutants8 described in Chapter 5.1 as well, and the underlying indicators approved by working group of the solvents sector which are described in Chapter 5.4.2.


Underlying indicators are quantitative or qualitative factors that have the greatest impact on the emissions of atmospheric pollutants in the sector/category and characterise future trends. The projection scenarios on the categories of the solvents sector represent quantitative interpretations of underlying indicators, the averaging of which reflects the most likely future emissions of atmospheric pollutants in the sector/area.

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Based on the EMEP/EEA Guidebook 2016 and the 2018 inventory of atmospheric pollutants, the underlying indicators of emissions in the solvents sector are as follows:

● action plans for reduction of pollutant emissions from primary stationary emission sources (i.e. companies) and trends in production volumes, especially with regard to the use of paints, degreasing and other use of solvents;

● the link between emissions and the value of GDP in constant prices as per the 2018 economic projection of the Minister of Finance115, especially with regard to the use of paints, printing and other use of solvents;

● 2018 Eurostat population projections116, especially with regard to the use of solvents, degreasing and other solvent use in households;

● historical trends described in Chapter 5.1.

5.4.3. Projection

Due to the lack of additional measures, only a BAU scenario up to the year 2030 was developed for the solvents sector during the atmospheric pollutants reduction programme (Key: LOÜ =VOC) based on the period from reference year 2005 until base year 2016, provided that the current trends described in Chapter 5.1 continue under the influence of the underlying indicators described in Chapter 5.4.2. The increasingly wider use of water-based paints in the solvents sector is assumed to continue (the ratio of solvent-based and water-based paints was ca 50/50 in 2016), no new policies for achieving the atmospheric pollutant targets and leading to significant changes in production demand, limit values of emissions, content of solvents in paints used for non-industrial purposes, or concerning BAT are expected to be adopted in the industrial processes sector. The BAU scenario projects that by 2030, the primary emission sources in the solvents sector (Vertical axis of all graphs: emissions) will be the households (2D3a) category, the VOC emissions of which will reduce by 0.49 % in comparison with base year 2016 and by 3.63 % in comparison with reference year 2005, comprising 25.00 % of VOC emissions in the sector, and the paint use (2D3d) category, the VOC emissions of which will decrease by 12.99 % in comparison with base year 2016 and by 22.32 % in comparison with reference year 2005, constituting 47.49 % of VOC emissions in the sector. The BAU scenario projects (Table 5.59) that the total emissions of VOC in the solvents sector will decrease by 19.99 % by 2030 in comparison with reference year 2005.

115 Long-term economic projection of the Minister of Finance until 2070. [www] https://www.rahandusministeerium.ee/et/riigieelarve-ja-majandus/majandusprognoosid (3 December 2018)116 Eurostat population projections. [www] http://ec.europa.eu/eurostat/tgm/table.do?tab=table&init=1&plugin=1&language=en&pcode=tps00002 (23 July 2018)

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20052006

20072008

20092010

20112012

20132014

20152016

20172018

20192020

20212022

20232024

20252026

20272028

20292030

0.001

0.010

0.100

1.000

10.000

SO2 NOx LOÜ-d NH3 PM2.5

log

(em

issio

ns, k

t)

Key: LOÜ = VOC

Figure 5.44. BAU scenario of log-transformed emissions of atmospheric pollutants in the solvents sector up to 2030, kt

146

Vertical axis of all graphs: emissions

Key to top graph:

Use of other products

Use of other solvents

Printing

147

Chemical products

Dry cleaning

Degreasing

Use of paints

Use of solvents in the household

Horizontal axis of bottom right graph: LOÜ = VOC

Figure 5.45. BAU scenario of emissions of atmospheric pollutants in the solvents sector up to 2030, kt

Table 5.59. Absolute and relative change in the years 2005–2030 in the emissions in the solvents sector in terms of the BAU scenario on atmospheric pollutants

NO

x

Tot

al e

mis

sion

s, kt

NO

x

Cha

nge

in c

ompa

riso

n w

ith 2

005

SO2

Tot

al e

mis

sion

s, kt

SO2

Cha

nge

in c

ompa

riso

n w

ith 2

005

VO

CT

otal

em

issi

ons,

kt

VO

CC

hang

e in

com

pari

son

with

200

5

PM2.

5

Tot

al e

mis

sion

s, kt

PM2.

5

Cha

nge

in c

ompa

riso

n w

ith 2

005

NH

3

Tot

al e

mis

sion

s, kt

NH

3

Cha

nge

in c

ompa

riso

n w

ith 2

005

BAU = RAS BAU = RAS BAU = RAS BAU = RAS BAU = RAS

2005 0.005 0.001 7.854 0.100 0.021

2016 0.004 0.001 6.398 0.073 0.012

2020 0.004 -19.34 % 0.001 42.48 % 6.203 -21.03

% 0.076 -23.83 % 0.012 -41.48 %

2025 0.004 -14.29 % 0.001 43.82 % 6.158 -21.59

% 0.079 -20.99 % 0.013 -35.97 %

2030 0.004 -9.92 % 0.002 59.52 % 6.284 -19.99

% 0.082 -18.79 % 0.014 -30.85 %

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6. AGRICULTURE SECTOR

6.1. Emissions of atmospheric pollutants in the agriculture sector in Estonia during the period 1990–2016

The NH3 emissions set out in Chapter 5.1 with regard to the period 2005–2016 are based on the 2018 inventory report of atmospheric pollutants8 by the Environmental Agency (NH3 emissions set out in Chapter 5.1 are inconsistent with the NH3 values of 2005–2016 presented in Chapters 2.5.1 and 5.4). Since more accurate source data were made available during the preparation of the atmospheric pollutants reduction programme with regard to increasing the accuracy of NH3 emissions, the projections have been based on recalculated NH3 emission values for 2005–2016. The recalculations concerned mainly manure management technologies and relied largely on the study by A. Kaasik (Estonian University of Life Sciences) ‘Amendment of inventory methodologies of pollutant emissions released from livestock farming and the mapping of emission reduction technologies’117.

NH3 emissions originating from the agriculture sector constitute nearly 90 % of total national emissions. Emissions of ambient air pollutants are assessed on the basis of the following subsectors in the Estonian agriculture sector:

manure management of livestock, including manure spreading and grazing (NOx, VOC, NH3, PM2.5);

use of fertilisers (NOx, NH3); use of sewage sludge and other organic fertilisers, including compost (NOx, NH3); tillage (VOC, PM2.5).

In 2016, a total of 54.7 % of NH3 emissions originated from the agricultural tillage sector (including manure spreading and grazing) and 33.9 % from manure management. The remaining NH3 emissions originate from the energy and non-industrial combustion sector, extraction of solid fuels (oil shale, open pit mining, blasting work), means of road transport, manufacturing industry and waste management. The proportion of other emissions of total national emissions remained significantly lower in 2016: NOx – 8.8 %, VOC – 20 %, PM2.5 – 2 %. Over 90 % of VOCs released in the agriculture sector come from manure management. Tillage is the primary agricultural emission source of PM2.5.

VOC and NOx emissions have decreased by 50 %, 55 % and 62 % respectively from 1990 to 2016 due to the disappearance of large-scale production and restructuring of the economy following Estonia’s restoration of independence and the decrease in the number of livestock and declining use of mineral fertilisers arising therefrom (Table 6.60, Horizontal axis: LOÜ = VOC). The number of livestock and the use of mineral fertilisers increased thanks to support mechanisms after Estonia joined the EU in 2004 in comparison with the mid-nineties. In the last

117 Amendment of inventory methodologies of pollutant emissions released from livestock farming and the mapping of emission reduction technologies. [www] https://www.envir.ee/sites/default/files/nh3_eriheite_ja_sonnikukaitlustehnoloogiate_ajaloolise_ulevaate_lopparuanne_0.pdf (30 November 2018)

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decade, emission levels have mostly been affected by the technological changes implemented in the area of cattle and pig farming.

19901991

1992

19931994

1995

19961997

199819

992000

200120

022003

20042005

2006

20072008

2009

20102011

201220

132014

201520160

5

10

15

20

25

0

0.02

0.04

0.06

0.08

0.1

0.12

0.14

NOx LOÜ NH3 PM2.5

NO

x,

NH

3,

VO

C e

mis

sio

ns;

kt

PM

2.5

em

issi

on

s, k

t

Horizontal axis: LOÜ = VOCFigure 6.46. Emissions of atmospheric pollutants in the agriculture sector in 1990–2016, kt

In 2016, VOC, NH3 and PM2.5 emissions reduced by 8 %, 6 % and 7 % respectively in comparison with 2015. This was mostly caused by a decline in the abundance of dairy cows, pigs, poultry and fur animals. The size of dairy cattle has mostly decreased due to the low buying-in price of milk, which is related to the economic sanctions imposed on Russia by the EU. The 17.5 % decline in the number of pigs in Estonia in comparison with 2014 was chiefly caused by African swine fever. The number of fur animals has decreased by more than half in comparison with 2015 due to the redevelopment of agricultural companies.

Table 6.60. Emissions of atmospheric pollutants released into ambient air from the agriculture sector in 1990–2016, kt

Year NOx VOC NH3 PM2.5118

1990 4.752 10.674 22.887 ─1991 4.094 9.784 20.872 ─1992 3.837 8.388 17.378 ─1993 2.405 6.296 12.801 ─1994 2.162 5.732 11.885 ─1995 1.760 5.117 10.584 ─1996 1.574 4.497 9.326 ─1997 1.727 4.557 9.450 ─1998 1.867 4.579 9.441 ─1999 1.596 3.916 8.569 ─2000 1.649 3.812 8.203 0.1112001 1.553 4.058 8.507 0.1082002 1.461 4.034 8.712 0.1062003 1.768 4.240 9.552 0.108


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2004 1.808 4.306 9.462 0.1092005 1.647 4.367 9.373 0.1112006 1.752 4.384 9.453 0.1132007 1.913 4.344 9.719 0.1102008 2.296 4.267 10.093 0.1062009 1.977 4.223 9.790 0.1012010 2.031 4.317 10.041 0.1032011 2.039 4.466 10.229 0.1082012 2.204 4.604 10.634 0.1102013 2.282 4.605 10.607 0.1062014 2.309 4.880 10.893 0.1152015 2.379 4.944 11.218 0.1172016 2.418 4.569 10.563 0.114

trend 1990–2016, % -49.1 -57.2 -53.8 ─

trend 2005–2016, % 46.8 4.6 12.7 2.6

Manure management

The subcategory of manure management includes emissions of NOx, VOC, NH3 and PM2.5

released into ambient air during the management of manure (in animal housings and manure stores) generated by bovines, pigs, sheep, goats, horses, fur animals, rabbits and poultry (Table6.61,Horizontal axis: LOÜ = VOC). The NH3 and NOx emissions released during grazing and manure spreading are included in the emissions of the tillage subcategory.

Table 6.61. The method used for calculating pollutant emissions in the manure management subsector and the emissions of pollutants reflected in the subsector.

NFR code concerning area of activity

Subsector Description of activity Methodology,pollutants

3B1a Dairy cowsIncludes emissions released from animal housings and manure stores

Tier 2NOx, VOC, NH3

Tier 1PM2.5

3B1b Other bovinesIncludes emissions released from animal housings and manure stores

Tier 2NOx, NH3

Tier 1VOC, PM2.5

3B2 Sheep Includes emissions released during sheep farming

Tier 1NOx, VOC, NH3,

PM2.5

3B3 Pigs Includes emissions released from pigsties and manure

Tier 2NOx, NH3

151

NFR code concerning area of activity

Subsector Description of activity Methodology,pollutants

stores Tier 1VOC, PM2.5

3B4d Goats Includes emissions released during goat farming


PM2.5

3B4e Horses Includes emissions released during horse breeding


PM2.5

3B4gi Laying henIncludes emissions released from henhouses and manure stores

Tier 2NOx, NH3

Tier 1VOC, PM2.5

3B4gii BroilersIncludes emissions released from henhouses and manure stores

Tier 2NOx, NH3,

Tier 1VOC, PM2.5

3B4giv Other poultryIncludes emissions released from other poultry housings and manure stores


PM2.5

3B4h Other animals (fur animals)Includes emissions released during farming of fur animals


PM2.5

Manure management constitutes the primary source of ammonia emissions in Estonia. In 2016, nearly half of ammonia emissions originated from manure management, over a half of which derived from cattle breeding and 20 % from pig farming, while other animals constituted a smaller portion. The primary source of PM2.5, VOC and NOx emissions in the manure management subcategory is cattle breeding8 (Vertical axis: LOÜ = VOC).

19901991

19921993

19941995

19961997

19981999

20002001

20022003

20042005

20062007

20082009

20102011

20122013

20142015

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0.00

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0.10

LOÜ NH3 NOx PM2,5

VO

C a

nd

NH

3 e

mis

sio

ns;

kt

NO

x an

d P

M2

.5 e

mis

sio

ns;

kt


152

Figure 6.47. Emissions of atmospheric pollutants in the manure management subsector in 1990–2016, kt

LOÜ

NOx

NH3

PM2.5

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

Piimalehmad Muud veised Lambad Sead KitsedHobused Munejad kanad Broilerid Muud linnud Muud loomad


dairy cows / other bovine animals / lambs / pigs / goats

horses / laying hens / chickens for fattening / other poultry / other animals

Figure 6.48. Proportion of emissions from the manure management subsector in 2016

Table 6.62. Emissions of atmospheric pollutants released into ambient air from the manure management subsector during the period 1990–2016, kt


1990 0.094 9.996 9.803 ─1991 0.085 9.135 8.953 ─1992 0.071 7.569 7.162 ─1993 0.055 5.826 5.657 ─1994 0.050 5.286 5.355 ─1995 0.045 4.759 4.891 ─1996 0.042 4.191 4.196 ─1997 0.041 4.193 4.227 ─1998 0.041 4.168 4.195 ─1999 0.038 3.554 3.802 ─2000 0.035 3.423 3.591 0.0842001 0.037 3.746 3.850 0.086


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2002 0.041 3.696 3.981 0.0832003 0.043 3.909 4.330 0.0852004 0.040 3.958 4.173 0.0852005 0.038 3.910 4.022 0.0792006 0.037 3.905 4.044 0.0792007 0.036 3.811 3.922 0.0732008 0.037 3.856 4.061 0.0772009 0.035 3.852 4.011 0.0752010 0.036 3.941 4.142 0.0772011 0.037 4.058 4.255 0.0802012 0.038 4.176 4.273 0.0802013 0.038 4.195 4.066 0.0772014 0.039 4.441 4.354 0.0842015 0.040 4.505 4.457 0.0872016 0.047 4.130 4.044 0.084

trend 1990–2016, % -50.0 -58.7 -58.7 ─

trend 2005–2016, % 22.0 5.6 0.5 5.3

During the period 1990–2016, NH3, VOC and NOx emissions released from manure management decreased by 58 %, 57 % and 49 % respectively (Table 6.62). The decline in emissions was mostly caused by the deterioration of large-scale production and the restructuring of the economy and the subsequent decrease in the number of animals following the restoration of independence of Estonia. In the last decade, emissions have, first and foremost, been affected by the transition from stalling to the free range method in dairy farms and the transition from solid manure technology to the liquid manure technology, the latter has reduced ammonia emissions as the management of liquid manure generates less ammonia than that of solid manure. Meanwhile, the nitrogen quantity generated per one livestock unit has increased – animal feed and milk production have improved (Table 6.63). The average production of nitrogen by dairy cattle increased by 43 % during the period 1990–2016. Ammonia emissions decreased by 10 % as of 2016 in comparison with 2015, mostly due to a reduction in the number of dairy cows, pigs and fur animals during the same period. According to Statistics Estonia, there were 220 400 bovines, including 96 800 dairy cows, in Estonia at the end of 2016 (Key: bovine animals / lambs andgoats / horses / pigs / poultry)120. The size of dairy cattle has decreased due to the imposition of economic sanctions on Russia by the EU and the consequent decline in dairy production. There were 304 500 pigs and 96 800 sheep and goats in Estonia at the end of 2016 according to Statistics Estonia. The number of pigs has reduced by 17.5 % in comparison with 2014, mainly due to the African swine fever (Key: bovine animals / lambs and goats / horses / pigs / poultry).

120 Database of Statistics Estonia [www ] http://pub.stat.ee/px-web.2001/Dialog/varval.asp?ma=PM09&ti=LOOMAD+JA+LINNUD%2C+31%2E+DETSEMBER&path=../Database/Majandus/13Pellumajandus/06Pellumajandussaaduste_tootmine/02Loomakasvatussaaduste_tootmine/&lang=2 (30 June 2018)

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19941995

19961997

19981999

20002001

20022003

20042005

20062007

20082009

20102011

20122013

20142015

20161

10

100

1,000

10,000

Veised Lambad ja kitsed HobusedSead Kodulinnud

Ani

mal

s, p

oultr

y; th

ousa

nd s

peci

men

s

Key: bovine animals / lambs and goats / horses / pigs / poultry

Figure 6.49. Abundance of livestock and poultry in the Estonian agriculture sector during the period 1990–2016

The calculation of pollutant emissions released into ambient air from the manure management of livestock and poultry in the 2018 inventory of atmospheric pollutants in Estonia is based on the methodology set out in the EMEP/EEA Guidebook 201652, in which the simpler (Tier 1) method is calculated by multiplying source data (number of animals) and specific emissions. The simpler method is used for calculating NH3 and NOx emissions from the manure management of sheep, goats and horses. NH3 and NOx emissions of bovines, pigs and poultry have been calculated on the basis of the more-detailed (Tier 2) nitrogen balance method (Table 6.61). The NH3 and NOx

emissions released during grazing and manure spreading have been included in the emissions of the tillage subcategory.

The nitrogen balance method is based on the nitrogen flow throughout the entire production cycle (animal housing, manure store, grazing and manure spreading) by using the specific emissions in the EMEP/EEA Guidebook 2016.

The specific emissions of nitrogen contained in the faeces of dairy cows and other bovines used in the calculations are derived from the 2018 inventory of GHG (Table 6.63, Table 6.64). The calculations of NH3 and NOX emissions from the management of pig manure are based on the specific nitrogen emissions derived from Annex 1 to Regulation No 66 ‘Methods for measurement and calculation of pollutant emissions into ambient air from animal and poultry farms’ of the Minister of the Environment121 (Table 6.64).

121 Regulation No 66 ‘Methods for measurement and calculation of pollutant emissions into ambient air from animal and poultry farms’ of the Minister of the Environment. RT I, 22 December 2016, 4 [www] https://www.riigiteataja.ee/akt/122122016004 (26 February 2019)

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Table 6.63. Feed cost of dairy cows and specific nitrogen emissions in faeces during the period 1990–2016122

Year Specific nitrogen emissions in faeces, N,kg/animal/year Total feed cost, MJ/animal year

1990 85.1 87.9651991 83.3 85.4101992 81.0 81.3951993 80.6 80.3001994 81.0 78.4751995 82.1 79.2051996 84.9 82.4901997 88.1 85.7751998 88.7 90.1551999 94.2 87.6002000 88.5 92.3452001 101.4 98.5502002 101.8 97.4552003 101.2 97.8202004 103.3 101.1052005 106.3 103.6602006 108.2 106.9452007 109.7 108.7702008 110.7 110.9602009 111.2 111.6902010 111.4 113.1502011 112.0 114.2452012 113.0 117.1652013 116.4 120.8152014 118.1 123.0052015 119.6 123.0052016 122.0 123.005

122 Estonian GHG National Inventory Report 2018, Ch. 5 Agriculture (CRF 3) [www] https://unfccc.int/documents/65710 (30 June 2018)

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Table 6.64. Specific nitrogen emissions in faeces of other cows and pigs122;121

Age group Specific nitrogen emissions in faeces, N, kg/animal/year

Bulls (two years and older) 80.3Other cows(two years and older) 44.8Heifers 58.5Calves (6–12 months) 18.7Calves (0–6 months) 4.4Weaners 4.5Fattening pigs 10.6Lactating, free and pregnant sows 25.1

The beginning of the 2000s marked the beginning of the transition from stalling to the free range method in bovine breeding and from solid manure to liquid manure in dairy farming. Until then, bovines were kept in stalls in insulated animal housings equipped with solid manure technology. In 2015, most cattle were already in free range insulated or partly insulated housings equipped with liquid manure technology. Changes have also occurred in the grazing of other animals. In terms of dairy cattle, grazing has largely been abandoned and a transfer has been made to all-year-round housing of cattle. The use of bedding has decreased and the proportion of liquid manure has increased in terms of pig farming. Changes in farming technologies have also given rise to developments in terms of manure storage. The only manure stored in liquid form in the 1990s was pig manure, however, liquid manure of bovines entered use after the turn of the millennium. Pig manure is currently chiefly stored as liquid manure, the proportion of solid manure is minimal. In terms of bovines, the share of liquid manure reached ca 75 % in 2015. The storage technology of liquid manure has undergone significant changes as well. In the nineties, liquid manure was stored in uncovered lagoon-type stores (ponds) with deficient protection against leakage. In 2015, liquid fuel was mainly stored in leak-proof ring storage tanks (pigs) or lagoons (bovines) covered with either natural crust (bovines) or a floating cover (pigs)123.

Calculations of VOC and PM2.5 emissions are mostly based on the simpler calculation method along with the specific emissions set out in the EMEP/EEA Guidebook 2016. A more detailed calculation method which also considers the total feed cost of dairy cows has been used for the calculation of VOC emissions from the management of the manure of dairy cows (data derived from the 2018 GHG inventory). The choice of methodology is based on the ratio between emissions from the subsector and total emissions. A more detailed and precise calculation method is used for subcategories which contribute a higher proportion as required by the reporting requirements of the CLRTAP.

Emissions from manure management are calculated by each animal category and distinguish between liquid and solid manure. Pursuant to the EMEP/EEA Guidebook 2016, solid and liquid fuels have different emission factors52.

123 Amendment of inventory methodologies of pollutant emissions released from livestock farming and the mapping of emission reduction technologies. [www] https://www.envir.ee/sites/default/files/nh3_eriheite_ja_sonnikukaitlustehnoloogiate_ajaloolise_ulevaate_lopparuanne_0.pdf (30 November 2018)

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Tillage

The tillage subsector includes NOx, VOC, NH3 and PM2.5 emissions released into ambient air during manure spreading, grazing of bovines, use of mineral fertilisers and sewage sludge, and during tillage (Table 6.65).

Table 6.65. The method used for calculating pollutant emissions in the tillage subsector and the emissions of pollutants reflected in the subsector.

NFR code concerning

area of activity

Subsector Description of activityMethodology

,pollutants

3Da1 Use of mineral fertilisers Includes emissions from the use of mineral fertilisers

Tier 2NH3

Tier 1NOx

3Da2a Manure spreading

Includes emissions from the spreading of manure of dairy cows, other bovines, pigs and poultry

Tier 2NH3

Tier 1NOx

3Da2b Use of sewage sludge Includes emissions from agricultural use of sewage sludge

Tier 1NOx, NH3

3Da2cUse of other organic

fertilisersincl. compost

Includes emissions from the use of compost

Tier 1NOx, NH3

3Da3 GrazingIncludes emissions from the grazing of dairy cows and other bovines

Tier 2NH3

Tier 1NOx

3Dc, 3De Tillage Includes emissions from tillage Tier 1PM2.5, VOC

In 2016, half of NH3 emissions originated from the agriculture sector and, in turn, half thereof from manure spreading (Vertical axis: LOÜ = VOC). During the period 1990–2016, NH3, VOC and NOx emissions released during tillage decreased by 50.2 %, 35.3 % and 49.1 % respectively (Table 6.66, Key: LOÜ = VOC). The decline in emissions was mostly due to the extensive restructuring of the economy in the 1990s and the consequent reduction in the use of mineral fertilisers and the area under cultivation (Table 6.66, Key: mineral fertiliser / urea fertiliser /agricultural land). In comparison with 1990, the use of mineral fertilisers and tillage have reduced by 37.6 % and 46.4 % respectively. According to Statistics Estonia, 55 188 tonnes of mineral fertilisers were used in Estonia in 2016124.

124 Database of Statistics Estonia [www] http://pub.stat.ee/px-web.2001/dialog/varval.asp?ma=PM065&ti=MINERAALV%C4ETISTE+KASUTAMINE+ARUANDEAASTA+SAAGILE&path=../database/Majandus/13Pellumajandus/06Pellumajandussaaduste_tootmine/06Taimekasvatussaaduste_tootmine/&search=PM065&lang=2 (2 July 2018)

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LOÜ

NOx

NH3

PM2.5

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

Mineraalväetise kasutamine Sõnniku laotamineReovesettete kasutamine Muude orgaanilised väetiste kasutamine sh kompostKarjatamine Maaharimine


Mineral fertiliser application of manure

Use of wastewater sludge Use of other organic fertiliser, including compost

Grazing Tillage

Figure 6.50. Proportion of emissions from the tillage subsector in 2016

19901991

19921993

19941995

19961997

19981999

20002001

20022003

20042005

20062007

20082009

20102011

20122013

20142015

20160

2

4

6

8

10

12

14

0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

NOx NH3 LOÜ PM2,5

NO

x an

d N

H3

emis

sion

s; k

t

VOC

and

PM2.

5 em

issi

ons;

kt

Key: LOÜ = VOCFigure 6.51. Emissions of atmospheric pollutants in the tillage subsector in 1990–2016, kt

159

Table 6.66. Emissions of atmospheric pollutants released into ambient air from the tillage subsector during the period 1990–2016, kt


1990 4.659 0.679 13.084 ─1991 4.009 0.649 11.920 ─1992 3.767 0.819 10.217 ─1993 2.351 0.469 7.144 ─1994 2.113 0.445 6.529 ─1995 1.715 0.358 5.692 ─1996 1.532 0.306 5.130 ─1997 1.686 0.364 5.223 ─1998 1.826 0.411 5.246 ─1999 1.558 0.362 4.767 ─2000 1.614 0.389 4.612 0.0272001 1.515 0.313 4.657 0.0222002 1.421 0.337 4.731 0.0242003 1.725 0.331 5.222 0.0232004 1.768 0.348 5.289 0.0242005 1.609 0.458 5.351 0.0322006 1.714 0.478 5.409 0.0332007 1.877 0.534 5.796 0.0372008 2.260 0.411 6.031 0.0292009 1.941 0.372 5.779 0.0262010 1.995 0.376 5.899 0.0262011 2.002 0.408 5.974 0.0282012 2.167 0.428 6.360 0.0302013 2.244 0.410 6.541 0.0292014 2.270 0.439 6.539 0.0312015 2.339 0.439 6.760 0.0312016 2.371 0.439 6.519 0.031

trend 1990–2016, % -49.1 -35.3 -50.2 ─

trend 2005–2016, % 47.4 -4.1 21.8 -4.1

The decline of NH3 emissions in recent years is mostly related to the development of manure spreading technologies. In the 1990s, liquid as well as solid manure were spread via the broadcast method. Currently, broadcasting of liquid fuel has mostly been abandoned. Trailing hose spreading is the primary spreading method of liquid manure. Although the spreading method of solid manure, i.e. broadcasting, has remained essentially the same, the time it takes to inject manure into the soil has reduced5.


160

In 2016, emissions of NH3 decreased by ca 4 % in comparison with 2015, mostly due to a reduction in the number of animals124.

Emissions from composting and tillage and NOx emissions from grazing have been assessed on the basis of the simpler (Tier 1) method. The more detailed (Tier 2) method has been used to calculate ammonia emissions released during bovine grazing, manure spreading and use of mineral fertilisers. Ammonia and nitrogen oxide emissions from manure management and ammonia emissions from bovine grazing have been calculated on the basis of the nitrogen balance method and described in more detail in the chapter concerning manure management8.

19901992

19941996

19982000

20022004

20062008

20102012

20142016

0

5,000

10,000

15,000

20,000

25,000

30,000

35,000

40,000

45,000

50,000

55,000

60,000

65,000

0

100,000

200,000

300,000

400,000

500,000

600,000

700,000

800,000

900,000

1,000,000

Mineraalväetised Karbamiidväetis Põllumajandusmaad

N c

on

ten

t in

fer

tilis

er, t

on

nes

Agr

icu

ltu

ral l

and

, ha

Key: mineral fertiliser / urea fertiliser / agricultural land

Figure 6.52. Use of mineral fertilisers, including urea fertilisers, and agricultural land during the period 1990–2016 (Statistics Estonia, 2018)

161

6.2. Policy priorities in the agriculture sector

The agriculture sector is the primary source of ammonia emissions in Estonia. Therefore, this sector is extremely significant in terms of achieving long-term national and international target levels concerning environmental conservation. Achievement of target levels along with the measures implemented have been addressed in documents regulating the sector as well as various studies. The following subchapters set out the most important development plans, studies and legislation influencing and shaping the agriculture sector.

In addition to projections on atmospheric pollutants, Estonia will also prepare national indicative guidelines of good agricultural practice pursuant to the provisions of part 2 of Annex III to the NEC Directive for the purpose of controlling ammonia emissions, while taking into account the 2014 guidance document of the United Nations Economic Commission for Europe on good agricultural practice126.


The development of the agriculture sector and the implementation of various targeted measures is mostly governed by the Estonian rural development plan 2014–2020 (ERDP), the agriculture and fisheries development plan until 2030 (AFDP), which is being prepared at the time of compiling the atmospheric pollutants reduction programme, Estonian dairy strategy 2012–2020, Estonian cereals sector development plan 2014–2020, climate change adaption development plan until 2030 and the general principles of climate policy until 2050 (GPCP 2050), a brief overview of which has been presented below.

Estonian rural development plan 2014–2020 (ERDP)The ERDP is a planning document that determines development trends in the agriculture sector and its aim is to support rural development in a manner that complements other instruments of the collective agricultural policy of EU (such as direct support and measures for organising the market), the cohesion policy and the common fisheries policy of the EU. It is implemented by helping to increase agricultural competitiveness, improving sustainable management, enhancing climate measures and by ensuring well-balanced and territorial development of rural areas. The ERDP is implemented through measures selected on the basis of the needs and objectives established during the preparation of the development plan (Table 6.67)127. Environmental activities are supported through measures 4, 10 and 11.

Manure stores with lower ammonia emissions constitute one of the investment articles of activities supported under the action type ‘Investments into improved performance of agricultural holdings’ of the fourth measure ‘Investments into tangible assets’. Furthermore, the eleventh measure ‘Organic farming’ and the support type ‘Support for regional soil protection’ of measure 10 ‘Environmental and climate measure for agriculture’ also contribute to the reduction of emissions of ambient air pollutants. In addition, fulfilment of environmental 126 United Nations Economic Commission for Europe. Guidance document on preventing and abating ammonia emissions from agricultural sources. 2014. [www] https://www.unece.org/fileadmin/DAM/env/documents/2012/EB/ECE_EB.AIR_120_ENG.pdf (26 November 2018)127 Estonian rural development plan 2014–2020. [www] https://www.agri.ee/sites/default/files/content/arengukavad/mak-2014/mak-2014-arengukava-v3-2017-08-29.pdf (22 October 2018)

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protection objectives is also supported by other types of actions of the environmental and climate measure, such as support for eco-friendly management, regional water protection or eco-friendly gardening, in which the support granted has an indirect impact by reducing the need for fertilisation127. A monitoring and assessment system has been created for assessing the results and impact achieved via the ERDP, with regard to which annual monitoring reports shall be prepared.

Table 6.67. 2014–2020 priorities and target level of the ERDP

Objectives/indicators/measures Milestone (2018) Target level (2023)Priority 2: increasing the viability of agricultural holdings and improving competitiveness of all agricultural forms in all areas and promotion of innovative agricultural technologies

and sustainable forest management.Increase in agricultural holdings who receive support under the rural live development programme for the purpose of investing in restructuring and modernisation (target area 2A) 476.00 1 360.00+ increase in agricultural holdings who have made a development plan / investments for young farmers under the support of the rural life development programme (target area 2B)

Priority 4: restoring, preserving and improving agricultural and forestry ecosystemsAgricultural land covered by logging agreements supporting biodiversity and/or landscapes (ha) (target area 4A)

701 952.00 ha. 877 440.00 ha.+ aimed at improving water management (ha) (target area 4B)+ aimed at improving soil management and/or prevent soil erosion (ha) (target area 4C)

Priority 5: promoting resource efficiency and supporting the transition to low carbon and climate resilient economy in agriculture, food and forestry sectors

Agricultural and forest land managed for the purpose of promoting CO2 capture/storage (ha) (target area 5E)

35 %+ agricultural land covered by management agreements aimed at reducing emissions of GHG and/or ammonia (ha) (target area 5D)+ irrigated land for which a more efficient irrigation system is adopted (ha) (target area 5A)Number of investments aimed at energy savings and efficiency (target area 5B)

6 831.00 2 390.85

+ generation of renewable energy (target area 5C)

163

Agriculture and fisheries development plan until 2030 (AFDP) The Ministry of Rural Affairs has initiated the preparation of the AFDP which is aimed at facilitating the development and increasing the competitiveness of Estonian agriculture, fisheries, aquaculture, and food industry, maintaining the good health of plants and animals, ensuring food safety and preserving a clean environment and biodiversity. The sub-objectives of the agricultural environment measure are the following.

1) Marginal negative impact on the environment from the use of fertilisers and plant protection products, assuming an increase in the efficiency of nutrients.

2) Reduced negative impact of agricultural production on the climate and air quality, assuming a decline in GHG and ammonia emissions.

3) Preserved biodiversity of agricultural land and diversity/mocaisism of the landscape, and the landscape index (number of landscape elements/area on production blocks), functioning of services concerning natural benefits / the ecosystem.

In order to achieve climate and air quality objectives and fulfil international sectoral commitments in compliance with the competitiveness of the agriculture sector, investments, including non-productive investments, into technologies that are climate-friendly and reduce air pollution must be prioritised. The general aim of the investments is to facilitate resource-efficiency and development of circular economy, in particular the distribution of technologies for precision agriculture, coverage of manure stores and use of technologies for injection of manure and acidification of slurry. Sustainable land use and the continuous transfer of organic soil under permanent grasslands shall be supported for the purpose of attaining the agreed climate objectives. The guidelines on the best available techniques shall be updated regularly as research provides constant new information on the environmental impact of agriculture128. The development plan shall be submitted to the Government of the Republic for approval in autumn 2019129.

Estonian dairy strategy 2012–2020

The objective of the Estonian dairy strategy is to increase the volume of dairy production and processing and ensure sustainability thereof by 2020. To this end, the current economic status of Estonian undertakings engaged in dairy production and processing shall be mapped, subsequent possible development trends in the dairy sector shall be determined, a vision shall be formulated for the year 2020 and necessary measures for achieving the strategic objectives shall be described130. The objectives of the Estonian dairy strategy 2012–2020 are:

1) increasing dairy production, improving production efficiency and increasing the number of dairy cows;

2) increasing the efficiency and export-orientation of dairy processing;3) creation of higher value added;

128 Agriculture and fisheries development plan until 2030. Draft [www] https://www.agri.ee/sites/default/files/content/arengukavad/poka-2030/poka-2030-terviktekst-mustand-2018-07-03.pdf (22 October 2018)129 Estonian Ministry of Rural Affairs. Agriculture and fisheries development plan until 2030. https://agri.ee/et/eesmargid-tegevused/pollumajanduse-ja-kalanduse-valdkonna-arengukava-aastani-2030 (22 October 2018)130Estonian dairy strategy 2012–2020 [www] https://www.agri.ee/sites/default/files/public/juurkataloog/ARENDUSTEGEVUS/piimandusstrateegia-2012-2020.pdf (22 October 2018)

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https://agri.ee/et/eesmargid-tegevused/pollumajanduse-ja-kalanduse-valdkonna-arengukava-aastani-2030

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4) preservation of small-scale production and processing, maintaining traditional agricultural landscapes and a clean environment;

5) development of collective activity and vertical cooperation;6) increasing consumption of dairy products and preference of local products;7) ensuring stability in the sector.

The objectives of the development plan, including the increase in milk production, shall be achieved in an eco-friendly and resource-efficient manner as well as by considering the local and structural balance. However, the direct impact of atmospheric pollutants on emissions has not been assessed. Nevertheless, the measures planned include facilitation of environmental investments as well as providing support for making agricultural production more eco-friendly.

Estonian cereals sector development plan 2014–2020The vision of the development plan is to ensure that the Estonian cereals sector is sustainable, competitive and creates value added in 2020, and that the sector is apt in using innovative technologies that ensure efficient production and processing and thus create export conditions by ensuring the reputation and recognition of Estonian-grown cereals in the rest of the world. Highly qualified Estonian producers maintain fertile agricultural lands and manage in an eco-friendly manner, thus preserving the value of the land. Implementation of environment-friendly measures is one of the prerequisites for fulfilling the objective, however, the impact thereof on the emissions of atmospheric pollutants has not been assessed. The objectives and indicators of the Estonian cereals sector development plan are set out in Table 6.68.131

Table 6.68. Objective and indicators of the Estonian cereals sector development plan 2014–2020

Objective/indicators

Baseline (2009–2013

average)

Target level (2020)

In 2020, the Estonian cereals sector will provide produce with higher value added at increased production and processing volumesIndicator 1. Self-sufficiency level of cereals; % 129 222Indicator 2. Cropped area; thousand haCerealsRapeseedLegume

298889

3319825

Indicator 3. Export of unprocessed products; thousand tCerealsRapeseed

26969

71697

Indicator 4. Export of processed products (converted into grains); thousand t 111 354

Indicator 5. Yield; t/haCerealsRapeseed

2.91.7

4.52.5

131 Estonian cereals sector development plan 2014–2020. [www] https://www.agri.ee/et/eesmargid-tegevused/arengukavad-ja-strateegiad (22 October 2018)

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Indicator 6. Harvest; thousand tCerealsRapeseed

855149

1 475240

Indicator 7. Proportion of companies with positive owner’s income; % 84 90Indicator 8. Proportion of sustainable companies132; % 43 53

General principles of climate policy 2050 (GPCP 2050)The-long term objective of the GPCP 2050 document is to transition to a low-carbon economy, thereby gradually and purposefully shaping the economy and the energy system to become more resource-efficient, economical, productive and economically sound. The GPCP 2050 focuses on the reduction of GHG emissions and mitigation of climate changes in various sectors (including agriculture) and ensuring preparedness and capacity of the state to minimise the negative impacts arising from climate changes133.

The development document establishes policy guidelines up to 2050. Due to the long-term nature of the policy guidelines, the development document does not include specific measures or roadmaps for achieving the established objective.

The general principles of climate policy provide various guidelines based on the long-term objectives concerning the reduction of GHG emissions in the agriculture sector.

1) Increase and maintain the carbon stock of soils and shape and maintain land areas of significant carbon stock by motivating farmers to increase the carbon stock of soils, shape and maintain permanent grasslands, small wetlands and buffer zones, and reduce the cultivation of peat soils.

2) Encourage efficient and ecological use of agricultural land and avoid the falling out of agricultural use of such land by maintaining the production potential of agricultural land and the area of cropland with valuable soil.

3) Enhance the use of plant nutrients and facilitate the replacement of mineral fertilisers with organic fertilisers and eco-friendly soil conditioners by avoiding unnecessary removal of organic substance from the soil.

4) Strongly promote generation of bioenergy and the use thereof especially in the place of non-renewable fuels with more energy-intensive manufacturing processes. Greater efficiency and the upcycling of resources will be facilitated in the production of bioenergy.

5) Increase the productivity of the agricultural sector and the resource efficiency to reduce the emissions of GHG per production unit. The focus will be on eco-friendlier manure management in order to limit ammonia emissions.

6) Prefer fields of research, development and innovation that increase the sustainability of agriculture by limiting GHG emissions in the agriculture sector.

132 Proportion of sustainable (net value added per annual labour unit exceeds 15 000 euros per year) companies among producers of cereals and rapeseed (in the FADN sample).133 General principles of climate policy 2050. [www] https://www.envir.ee/sites/default/files/kpp_2050.pdf (22 October 2018)

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In terms of other national studies, the introduction to the study on climate policy measures and the Estonian river basin management plan should be mentioned.

Study on climate policy measures for determining the most cost-efficient measures for the achievement of objectives concerning climate policy and the Effort Sharing Regulation in Estonia The aim of the study134 was to determine cost-efficient methods for reducing GHG emissions in Estonia during the period 2021–2030 and analyse the impact of the measures implemented. Although the study focused on assessing GHG emissions, it also contains a general assessment concerning the accompanying effects on emissions of atmospheric pollutants. The study covers the same measures that have been described in the general principles of climate policy until 2050. Possible national mechanisms for supporting the implementation of the measures have not been revised with regard to the agricultural sector (unlike in the transport and energy sector).

The agricultural measures with regard to which cost-efficiency and socio-economic effects were assessed are as follows:

1) improvement of the feed quality of dairy cows;2) use of ionophores for beef cattle;3) increase in the proportion of grazing;4) transition of peat soil cropland to permanent grassland;5) zero tillage;6) winter plant cover;7) precision fertilisation;8) biomethane from manure;9) use of energy crop on sand; 10) replacement of mineral fertilisers with organic fertilisers.

Of these, transition of peat soil cropland to permanent grassland, zero tillage, the growing of energy crop on sand and precision fertilisation have a positive impact on the reduction of emissions of atmospheric pollutants arising from the combustion of engine fuels in particular. Measures concerning precision fertilisation, zero tillage and winter land cover reduce leakage of nitrogen into the soil by improving soil fertility and reducing the need for fertilisers. The growing proportion of grazing, especially grazing of beef cattle, will improve competitiveness and the welfare of animals, although it also increases ammonia emissions. The production of biomethane contributes to increasing ammonia emissions as well. An increase in emissions from agricultural transport is also assumed with regard to the winter plant cover measure.

Estonian river basin management plans 2015–2021Estonian river basin management plans are prepared once every six years in order to gain an overview of Estonian water bodies and improve the status of rivers, lakes, coastal waters and the

134 Study on climate policy measures for determining the most cost-efficient measures for the achievement of objectives concerning climate policy and the Effort Sharing Regulation in Estonia. [www] https://www.kik.ee/sites/default/files/aruanne_kliimapoliitika_kulutohusus_final.pdf (22 October 2018)

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sea. Water status is mostly jeopardised by phosphorous and nitrogen compounds which are released into the water from sewage plants, forests and cropland. These nutrients facilitate plant growth in water bodies and cause a decline in water quality for aquatic biota as well as for humans who use the water. The guidelines and restrictions included in the river basin management plans and programmes of measures must also be considered in projects and development plans as well as in granting environmental permits. The cost of the actions listed in these plans amounts to 363 million euros, covering all specific areas related to water, including agriculture135. River basin management plans for years 2015–2021 have been approved with regard to river basins of eastern Estonia, western Estonia and Koiva. Crucial measures for reducing the pollution load from agriculture include increasing the awareness of farmers, organisation of silos and manure stores, supporting eco-friendlier techniques for spreading manure and fertilisers, and promoting good agricultural practice. The impact on atmospheric pollutants has not been addressed separately, but it coincides with the information provided in the introduction to the study on climate policy measures.

6.2.3. Legislation regulating the agricultural sector

The following Estonian legislation in particular should be mentioned with regard to the agriculture sector: AAPA, IEA, Organic Farming Act, Rural Development and Agricultural Market Regulation Act and the Fertilisers Act, which all regulate the general functioning of the agriculture sector, including state measures for the balanced development of the agricultural market as well as the measures implemented with regard to environmental organisation.

Atmospheric Air Protection Act (AAPA)One of the objectives of the AAPA35 is to maintain ambient air quality in areas where it is good and improve ambient air quality in areas where it does not conform to the requirements provided for in this Act. The Atmospheric Air Protection Act and the underlying acts thereof regulate the granting of air pollution permits (permit thresholds, forms and reporting), smell, noise, chemicals, air quality limit values and assurance of air quality, environmental requirements for fuels, protection of the ozone layer, etc. Pursuant to Regulation No 67 ‘Threshold capacities for the activities and threshold quantities for the emissions of pollutants beyond which an air pollution permit is required for the activities of installations’ of the Minister of the Environment, an air pollution permit is required if the number of fattening pigs is 1 000 or more, the number of dairy cows is 300 or more and if the number of poultry spots is 30 000 or more136. The air pollution permit is used to determine the pollutants and quantity thereof that the company is permitted to release into ambient air. The calculation methodology concerning emissions from animal farming has been established by Regulation No 66 ‘Methods for measurement and calculation of pollutant emissions into ambient air from animal and poultry farms’ of the Minister of the Environment122.

Industrial Emissions Act (IEA)The objective of the IEA is to achieve a high level of protection of the environment taken as a whole by minimising emissions into air, water and soil and the generation of waste to prevent adverse environmental impacts. By determining the industrial activities with high environmental hazard, including 135 River basin management plan 2015–2021 [www] https://www.envir.ee/et/eesmargid-tegevused/vesi/veemajanduskavad/veemajanduskavad-2015-2021 (22 October 2018)136 Regulation No 67 ‘Threshold capacities for the activities and threshold quantities for the emissions of pollutants beyond which an air pollution permit is required for the activities of installations’ of the Minister of the Environment. RT I, 14 December 2017, 10. [www] https://www.riigiteataja.ee/akt/114122017010 (22 October 2018)

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pig, bovine and poultry farming, the Industrial Emissions Act along with the underlying acts thereof provides the requirements for operation therein and liability for failure to comply with the requirements, and organisation of state supervisions36 by using the integrated environmental permit as the primary instrument for environmental organisation. Pursuant to Regulation No 89 ‘List of subcategories within the categories of activities and the threshold capacities in the case of which an integrated permit is required for the operation of an installation’ of the Government of the Republic of Estonia, an integrated environmental permit is required in the agricultural sector in the following cases:

1) intensive rearing of poultry in installations with over 40 000 poultry spots;2) intensive rearing of pigs in installations with over 2 000 spots for pigs with a mass

exceeding 30 kg or for 750 sows;3) intensive rearing of bovines in installations with over 400 dairy cows or over 533

suckler cows or over 800 young bovines, the latter of which include heifers of at least two years of age until calving and bulls over the age of eight months137.

An integrated environmental permit (hereinafter ‘integrated permit’) authorises the operation of all or any part of an installation in a manner which guarantees that the activities carried out in the installation and included in any of the categories of activities or subcategories thereof specified by law have minimum possible impact on the environment, human health and welfare, property and cultural heritage. The requirements provided for in a permit shall guarantee the protection of water, air and soil and the management of waste generated by an installation in a way which prevents the transfer of contamination from one medium to another, such as water, air and soil. A holder of an integrated permit shall use the best available techniques which must comply with the most efficient and developed degree of the area of activity and the working methods implemented therein and which are described in the best available techniques reference documents (a document drawn up for defined activities and describing, in particular, applied techniques, present emissions and consumption levels, techniques considered for the determination of best available techniques as well as best available techniques conclusions and any emerging techniques, giving special consideration to the criteria listed in section 43 of this Act). Water ActThe purpose of the Act is to guarantee the purity of inland and transboundary water bodies and groundwater, and ecological balance in water bodies by regulating the use and protection of water, relations between landowners and water users and the use of public water bodies and water bodies designated for public use138. The Water Act is also a basis for the designation of nitrate sensitive areas for the protection of groundwater and surface water in areas of agricultural production, which are subject to stricter environmental protection requirements.It also establishes:

1) requirements for the storage and use of manure, silage and other fertilisers, and the measures to be taken to verify that the requirements are met. By regulating the maximum quantity of nitrogen per hectare of land under cultivation, taking into account the nitrogen consumption of the culture and the planned harvest, and by obligating persons who keep

137 Regulation No 89 ‘List of subcategories within the categories of activities and the threshold capacities in the case of which an integrated permit is required for the operation of an installation’ of the Government of the Republic of Estonia. RT I, 25 September 2018, 4. [www] https://www.riigiteataja.ee/akt/125092018004 (22 October 2018)138 Water Act. RT I, 4 July 2017, 50. [www] https://www.riigiteataja.ee/akt/104072017050?leiaKehtiv (22 October 2018)

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at least 300 livestock units139 and use liquid manure technology in their animal housing to prepare a liquid manure spreading plan;

2) requirements for the use of sewage sludge in agriculture, green area creation and recultivation.

Furthermore, the Water Act regulates the time of fertilisation and spreading of manure and establishes an obligation concerning the minimum capacity of a manure store or a manure and slurry store for livestock holdings with over 10 livestock units. It also recommends utilisation of good agricultural practice.

The following requirements for fertilisation and spreading of manure, which support adherence to the NEC Directive, are provided for in the Water Act.

1) Mineral fertilisers containing nitrogen shall not be spread from 15 October to 20 March and liquid manure shall not be spread from 1 November to 20 March or at any other time when the ground is covered with snow, frozen or periodically flooded or saturated with water. Considering the weather and vegetation conditions, the Environmental Board may establish the start of the prohibition of spreading liquid manure from 15 October.

2) Solid and deep litter manure and other organic fertilisers shall not be spread from 1 December to 20 March or at any other time when the ground is covered with snow, frozen or periodically flooded or saturated with water.

3) The storage facilities for manure or for manure and liquid manure shall enable the storage of manure and liquid manure excreted by the livestock during a period of at least eight months, and if necessary, depending on the technology used in the animal housing, also the storage of wastewater from the building. The quantities of manure left by the livestock on the grazing land during the grazing period can be excluded for the purpose of calculating the capacity of a storage facility for manure. An animal housing where livestock is kept on deep litter and which enables the storage of at least eight months worth of manure need not have a manure store. If an animal housing does not enable the storage of at least eight months worth of manure, it is necessary to have a storage facility enabling the storage of the remaining quantity.

4) If a keeper of animals transfers, on the basis of a contract, manure for storage or processing to a storage or processing facility of another person, a leak-tight storage facility holding a manure quantity of at least one month must be ensured when using the animal housing.

Rural Development and Agricultural Market Regulation ActThis Act establishes state measures for the balanced development of the agricultural market, the provision of quality foodstuffs to consumers, the profitable production of agricultural products, the development of other rural economic activity, and the ensuring of a fair standard of living for population in rural areas and

139 Regulation No 288 ‘Water protection requirements for fertiliser and manure stores and the requirements for the storage and use of manure, silage and other fertilisers’ of the Government of the Republic of Estonia. RT I, 16 August 2016, 6. [www] https://www.riigiteataja.ee/akt/116082016006 (22 October 2018)

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balanced development of rural areas, the bases for and extent of supervision over implementation of state measures and liability for violation of this Act140.

Organic Farming ActThe Organic Farming Act provides for the requirements for operating in the area of organic farming to the extent not regulated by the EU regulations, as well as for the grounds and extent of supervision exercised over persons operating in the area of organic farming, and for the liability for violation of the requirements established by such legislation141.

Fertilisers ActThe requirements for fertilisers and the handling thereof in order to ensure that fertilisers do not pose a threat to human and animal life and health or to property or the environment and that fertilisers have a favourable effect on plants and plant products have been established in the Fertilisers Act. In terms of nitrogen leakage, it is also crucial to follow the requirements for storage of fertiliser, under which 1) a fertiliser must be stored in conditions ensuring that the fertiliser does not pose a threat to human and animal life and health and 2) a fertiliser is stored in compliance with the requirements established for the protection of groundwater and surface water in the Water Act142.

6.3. Measures of the atmospheric pollutant reduction programme in the agriculture sector

In order to fulfil relevant national emission reduction commitments, the atmospheric pollutant reduction programme shall be supplemented by emission reduction measures that have been established as compulsory measures in Part 2 of Annex III to the NEC Directive, and the programme may also be supplemented by reduction measures laid down as optional in Part 2 of Annex III of this Directive or measures having equivalent mitigation effect. Measures for the RAS were based on certain objectives concerning the reduction of atmospheric pollutants and the legislation, development plans and baseline studies were taken into account. The selection of measures for the agriculture sector involved an agricultural working group under the atmospheric pollutant reduction programme, which included agricultural experts from the public as well as the private sector. The objective of the description of the measures is to act as a guideline for programme promoters by providing an indication of what needs attention in reducing atmospheric pollutants. The additional measures on the reduction of NH3 emissions assumed during the preparation of the RAS are mostly linked to the measure ‘Organic farming’ and the support type ‘Support for regional soil protection’ of measure 10 ‘Environmental and climate measure for agriculture’ of the ERDP 2020–2030. In addition, fulfilment of environmental protection objectives in the rural development plan is also supported by other actions of the environmental and climate measure, such as support for eco-friendly management, regional water protection or eco-friendly gardening, in which the support granted has an indirect impact by reducing the need for fertilisation. The measures listed below also address the guidelines and

140 Rural Development and Agricultural Market Regulation Act RT I, 19 December 2018, 18. [www] https://www.riigiteataja.ee/akt/114032017003?leiaKehtiv (26 February 2019)141 Organic Farming Act. RT I, 28 December 2017, 26. [www] https://www.riigiteataja.ee/akt/128122017026 (22 October 2018)142 Fertilisers Act RT I, 28 December 2017, 30. [www] https://www.riigiteataja.ee/akt/750350?leiaKehtiv (22 October 2018)

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restrictions included in the river basin management plans and programmes of measures which are to be considered in projects and development plans as well as in granting environmental permits. The most significant measures to support the NH3 reduction aim of the river basin management plans in the area of agriculture include raising the awareness of farmers, adoption of more efficient fertilisation technologies, organisation of silos and manure stores, supporting eco-friendlier techniques for spreading manure and fertilisers, and promoting good agricultural practice.

Pursuant to the NEC Directive, Member States shall ensure that in order to prevent effects on small farms, the implementation of the measures included in the atmospheric pollutant reduction programme shall fully take into account the impact on small and micro farms. Member States may, for instance, exempt small and micro farms from those measures where possible and appropriate in view of the applicable reduction commitments. In the context of Commission Recommendation No 2003/361/EC143, a small farm is an installation that has under 50 employees and the annual turnover of which does not exceed 10 million euros. A micro farm is an installation that has under 10 employees and the annual turnover of which does not exceed 2 million euros.

Low-emission manure storage technologies: storage of liquid manure in tented roof or concrete roof storage facilities as well as in closed steel or plastic tanksOne of the most crucial prerequisites for low-emission manure storage technology is the reduction of the open (in direct contact with air) area of manure stores. For instance, ammonia emissions reduce if manure stores are covered, their depth increased or if the formation of crust is facilitated, as well as upon minimal stirring of the manure stored (prevention of aeration). The use of tight lids/roofs/covers (NH3 emissions reduce by 80 %) and storage bags (NH3 emissions reduce by 100 %) are among the most efficient (although also one of the most expensive) methods. A study by A. Kaasik (2018)124 reveals that liquid manure was mostly stored in manure stores with natural crust in 2015 (bovines 100 %, pigs 95 %). Therefore, the adoption of these methods would help to significantly reduce NH3 emissions originating from manure stores.

Low-emission manure spreading technologies: injection of liquid manureManure spreading technologies have a great impact on the reduction of total NH3 emissions since the spreading of manure is generally the last stage in manure handling and the use of polluting manure spreading technologies may cause the reduction in NH3 emissions achieved in animal housings and during manure storage to lose its effect. The UNECE Guidance Document on Preventing and Abating Ammonia Emissions from Agricultural Sources of 2014 (ammonia guide)144 reveals that open and closed slot injection spreading are the least polluting liquid manure spreading technologies (70–90 % reduction in NH3 emissions based on the ammonia guide of the UNECE). Closed slot injection spreading should be preferred in terms of low-emission manure spreading technologies as it provides the highest efficiency in nitrogen use. The selection and use (adoption) of appropriate equipment depends on the situation of a relevant company: soil texture, species grown, organisation of manure management, etc. Existence of

143 Commission Recommendation No 2003/361/EC. OJ L 124, 20 May 2003. [www] https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:32003H0361&from=EN (28 February 2019)144 United Nations Economic Commission for Europe. Guidance document on preventing and abating ammonia emissions from agricultural sources.2014. [www] https://www.unece.org/fileadmin/DAM/env/documents/2012/EB/ECE_EB.AIR_120_ENG.pdf (26 November 2018)

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https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:32003H0361&from=EN

https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:32003H0361&from=EN

relevant techniques and appropriate planning of crop rotation as well as work organisation and work time are crucial for implementing the measure.

Limiting of ammonia emissions from the use of mineral fertilisers by rapid introduction of the fertilisers into the soilThe possibilities for the reduction of NH3 emissions originating from the use of mineral fertilisers are based on the principle that the area where NH3 emissions may occur should be as small as possible. The method of injecting/incorporating fertilisers into the soil can be used to this end. Injection/incorportation of fertilisers into the soil must be as quick as possible, thus reducing the time for ammonia emissions. Technological solutions include cultivation after the spreading of mineral fertilisers or the use of a combination sowing machine, which reduce NH3

emissions by 80 % according to the ammonia guide of the UNECE.

In addition, a ban has been established on the use of ammonium carbonate fertilisers pursuant to point 3 of Part 2 of Annex III to the NEC Directive. Since the share of such fertiliser type is insignificant in Estonia, the impact of this measure on NH3 emissions and farmers is assumed to be marginal.


6.4.1. Methodology

A business-as-usual scenario (BAU) and a reduction action scenario (RAS) have been developed to assess the impact of measures taken in the agriculture sector on emissions to air. As an input to the projections, the initial phase of the atmospheric pollutants reduction programme saw the Ministry of the Environment submit a proposal to companies engaged in the agriculture sector, who were asked to prepare an action plan for years 2018–2030 concerning their future plans (investments to emission reduction measures, expansion plans, etc.) on reducing pollutant emissions from their installation. Three companies who received the proposal submitted an action plan projecting a reduction or remaining at the 2018 level in terms of NH3 emissions in their company.

The preconditions describing the agricultural production used in impact assessments are equal in the BAU scenario and the RAS. The RAS differs from the BAU scenario in terms of more extensive implementation of NH3 mitigation measures. In light of the aforementioned, the RAS maintains the production volume estimated for the BAU scenario, while emissions of atmospheric pollutants per production unit decrease. The underlying assumptions of the BAU scenario and the RAS project an increase in agricultural production (number of animals, production of dairy products and arable crop), which is assumed to be accompanied by a growth in the use of fertilisers.

The Tier 1 and Tier 2 methods set out in the EMEP/EEA Guidebook 2016 have been used in the projections concerning atmospheric pollutants52. The projections are based on the 2018 inventory of atmospheric pollutants8 and the underlying indicators approved by the working group, the limit values of the latter have been determined on the basis of various baseline studies, development plans and expert assessments. The projections of the BAU scenario are in line with

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the ERDP127. The impact of additional NH3 mitigation measures has been taken into account in the calculation of emissions for the RAS.

Manure managementThe most significant source data used in the calculation of NH3 and PM2.5 emissions from manure management include the number of livestock, distribution of manure management systems (including types of stores) and types of animal housings. The specific NH3 emissions in manure management are also dependent on the productivity of dairy cows. NH3 emission projections concerning pigs, bovines and poultry have been prepared on the basis of the Tier 3 method. The projections concerning sheep, goats, horses, rabbits and fur animals under the manure management subsector have been prepared on the basis of the Tier 1 method.

TillageThe underlying indicators used in projecting NH3 and PM2.5 emissions from tillage include the area fertilised with mineral and organic fertilisers, quantity of mineral and organic fertilisers used, number of cattle, productivity of dairy cows, distribution of manure management systems, proportion of grazing, proportion of various manure spreading methods and the injection speed of manure. Projections concerning atmospheric pollutants originating from mineral fertilisers and fertilisation with compost or sewage sludge have been prepared on the basis of the Tier 1 method. Projections concerning NH3 emissions originating from fertilisation with the manure of bovines, pigs and poultry, and the grazing of cows have been assessed on the basis of the Tier 3 method.


The atmospheric pollutant projection for the agriculture sector covered NH3 and PM2.5 emissions. In terms of the dynamics of the atmospheric pollutant projection and the development thereof over time, it is crucial to gain a complete overview of the time series, starting at least from the reference year 2005 established in the NEC Directive, therefore the past data concerning years 2005, 2010 and 2015 and 2016 have been provided in the work. The projections concerning NH 3

as well as PM2.5 emissions were conducted separately for manure management and tillage. Manure management included that of bovines, pigs, poultry and other animals (sheep, goats, horses, fur animals and rabbits). The analysis of tillage included data on manure spreading, grazing and use of other fertilisers.

Preconditions for development that affect projections of atmospheric pollutants in the agriculture sectorThe projections of atmospheric pollutants in the agriculture sector are affected by underlying assumptions that are, in turn, based on the values of underlying indicators up to the year 2030. Underlying indicators are indicators that affect pollutant emissions in the sector the most. A projection on underlying assumptions enables to project the trends in various indicators at micro-level, based on which the total impact of the underlying indicators on the emissions of atmospheric pollutants has been assessed. The underlying indicators used in the projection of atmospheric pollutants in the agriculture sector have been selected on the basis of the EMEP/EEA Guidebook 201652 and have been set out in Table 6.69.

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Table 6.69. Underlying indicators used in assessing emissions of atmospheric pollutants, by subsectors

Subsector Underlying indicators of emission projections

Manure management

number of livestock;average milk yield of dairy cows;distribution of manure management systems and proportion of grazing;proportion of various housing types;proportion of various manure stores and coverage thereof;NH3 emission mitigation measures.

Tillage

number of livestock;cropped area;use of mineral nitrogen fertilisers by type of mineral fertiliser;use of compost and sewage sludge for fertilisation;proportion of various spreading technologies for spreading manure and mineral fertilisers;injection speed of manure;NH3 emission mitigation measures.

The following subchapters ‘Livestock farming’ and ‘Cropping’ set out the estimated values concerning the developments of the indicators that affect the projections of the BAU scenario and the RAS with regard to the most significant emissions of atmospheric pollutants in the agriculture sector from livestock farming and cropping. The reasons behind the changes in projected values have been explained as well.

Livestock farmingCalculations project an increase in the abundance of the majority of animal groups used in the calculations in comparison with 2016. The relevant groups are bovines (dairy cattle and other cattle), pigs, sheep, goats and horses. According to the projections, the number of poultry, fur animals and rabbits is assumed to remain at a stable level. The abundance projection of livestock originates from the Minister of Rural Affairs. Projections concerning milk production have been prepared in consultation with the Eesti Põllumajandusloomade Jõudluskontroll AS and in consideration of the Estonian dairy strategy 2012–2020130. Projections of the Food and Agriculture Organization of the United Nations (FAO) foresee an increase in the average intake of daily calories by residents in the region from 3 340 kcal (July 2005) to 3 500 kcal by 2050, which increases the total demand for food products. The projection of the FAO for European and Central Asian regions up to 2050 is based on the assumptions that the population in the area remains relatively the same as in the reference period, while the eating habits of the people in the area change in a way that a small increase in the demand for meat and dairy products can be anticipated.

The number of bovines is estimated to continue its growth as farmers have invested substantial resources to the sector and the investments are likely to continue in the future. Considering the favourable conditions for bovine breeding in Estonia and the increase in the demand for meat and dairy products arising from the growing world population and wealth, the Ministry of Rural

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Affairs estimate that the number of specimens in Estonia could grow from 248 200 bovines, including 86 100 dairy cows, in 2016 to 285 000 specimens, incl 99 000 dairy cows, by 2030 (Table 6.70).

The Estonian Livestock Performance Recording Centre finds that the milk production per cow will increase even more in the future, however, the increase in production will likely not be as fast as it has been until now. In terms of breeding, more attention will be paid to other properties beside milk production, because in addition to high yielding animals, there is also a need for animals that remain in the cattle for a long time, which means that more compromises will have to be made when considering various properties. The milk production of 8 878 kg/a per cow in 2016 is estimated to increase up to 10 000 kg/a per cow by 2030. The GPCP 2050133 gives reason to assume that the milk production per cow will reach 10 000 kg/a by 2025 and will remain stable thereafter. One of the objectives of the Estonian dairy strategy 2012–2020130 is to achieve an increase of annual total milk production by 1/3 (so-called million tonnes) by increasing the abundance of dairy cows as well as milk yield.

In terms of the number of pigs, a significant increase from 265 900 animals in 2016 to 357 000 animals in 2030 is expected (Table 6.70). The number of pigs is expected to rise with regard to recovering from the impact of the African swine fever (which broke out in 2014) and the need to increase the self-sufficiency level of meat in the country. Pigmeat is subject to local as well as global demand.

There are great conditions for sheep farming in Estonia and the demand for sheepmeat and wool is on the rise. Great export opportunities may occur in the future as the overall consumption of meat in the EU13 (which includes Estonia) is growing and meat consumption is also expected to increase in developing countries. The same goes for goats and goat’s milk. Therefore, the support provided by the common agricultural policy gives reason to assume a solid growth in the number of sheep and goats. In comparison with 2016, the number of sheep is estimated to grow from 85 500 to 118 000 specimens and the number of goats from 5 100 to 6 500 specimens by 2030 (Table 6.70).

According to the data of the Ministry of Rural Affairs, the number of poultry is expected to remain stable until 2030.

Table 6.70. Projection concerning the number of animals by subcategories thereof until 2030, thousand heads (Statistics Estonia, 2018; Ministry of Rural Affairs, 2018)

Thousand heads 2005 2010 2015 2016 2020 2025 2030Bovines 249.5 236.3 256.2 248.2 264 274 285

... including dairy cows 112.8 96.5 90.6 86.1 90 94 99Sheep 49.6 78.6 85.9 85.5 98 108 118Goats 2.8 4.1 5.0 5.1 5.4 5.9 6.5Horses 4.8 6.8 6.3 6.3 7.9 8.3 8.7

Pigs 346.5 371.7 304.5 265.9 317 337 357Poultry 1 878.7 2 046.4 2 161.8 2 112.0 2 200 2 200 2 200

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Pursuant to the BAU scenario, the distribution and condition of manure stores and the proportion of grazing will remain at the present level and no new technological changes will occur in the future in terms of manure management and spreading.

CroppingAccording to the projection of the Ministry of Rural Affairs, the use of mineral nitrogen fertilisers will increase from 55.2 kt in 2016 to 61 kt in 2030 (Table 6.71). The assumed growth arises from the fact that fertilisation decreased significantly in the years following Estonia’s restoration of independence and crops were grown for years on the account of the fertilisers spread in the 1970s and 1980s. However, farmers have recently begun to realise the significance of soil in cropping, i.e. that nutrients must also be returned to cropland instead of just using them. Furthermore, the increasing yield requires increased fertilisation as well. The cropped area has been projected on the basis of the final reports of the Estonian cereals sector development plan 2014–2020131 and the ‘Analysis of the changes in the prices and production structure of the main agricultural products in Estonia along with macroeconomic projection models’145. No change is projected with regard to the quantities related to the fertilisation of agricultural soils with compost or sewage sludge.

Reduction actions The impact of the reduction actions for NH3 emissions have been described during the preparation of the RAS by using the reduction factor, i.e. proportional assessment of the reduction of emissions in relation to the unaltered situation. For instance, if NH3 emissions reduced thanks to the storage of manure in a closed storage tank instead of a lagoon-type store, the equation (1) was amended as follows:

𝐸store_liquid manure = 𝑚store_liquid manure_𝑇𝐴𝑁146 × 𝐸𝐹147store_liquid manure (1)𝐸store_liquid manure = 𝑚store_liquid manure_𝑇𝐴𝑁 × reduction factor × EFstore_liquid manure (2)

Based on the results of a study conducted by the Estonian University of Life Sciences124, the projection calculations were carried out on the basis of the efficiencies of NH3 mitigation measures from the ammonia guide of the UNECE, which were set out in Table 6.72, and the proportions of measures agreed within the working group of the atmospheric pollutant reduction programme, which are reflected in Table 6.73 and Table 6.74, as well as in Figures Horizontalaxis: bovine animals / pigs [for each year cited] to Horizontal axis: injection of mineral fertiliserswith quick incorporation of manure (combi drill). The descriptions and underlying assumptions of the measures are addressed in more detail in Chapter 5.3.

Table 6.71. Projection on the use of mineral fertilisers up to 2030, kt (Statistics Estonia, 2018, Estonian Ministry of Rural Affairs 2018)

2005 2010 2015 2016 2020 2025 2030Use of mineral fertilisers (kt) 36.1 44.1 55.8 55.2 57.0 60.0 61.0

145 Final Report of ‘Analysis of the changes in the prices and production structure of the main agricultural products in Estonia along with macroeconomic projection models’ [www] https://www.pikk.ee/upload/files/Lopparuanne_Poldaru.pdf (26 November 2018)146 TAN: total ammonia nitrogen 147 EF: emission factor

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Table 6.72. Table concerning the efficiency of NH3 reduction measures144

Covering of manure stores NH3 reduction factor, %Bovines

Lagoon, natural crust 0 %Ring storage tank, natural crust(replacement of the lagoon with a high-walled storage tank without a roof)

45 %

Closed storage tank, rigid cover 80 %Pigs

Lagoon, natural crust 0 %Lagoon, floating cover, bedding 40 % 40 %Ring storage tank, floating cover 45 %Closed storage tank, rigid cover 80 %

Manure spreadingBroadcast, solid manure, injection into soil < 12 h 30 %

Broadcast, liquid manure, injection into soil < 12 h 50 %

Trailing hose spreading, injection into soil < 12 h 45 %Open slot injection spreading 70 %Closed slot injection spreading 80 %Use of fertilisersSpreading of mineral fertilisers via quick injection into soil 80 %

Table 6.73. Assumptions used for projecting atmospheric pollutants from manure stores, proportion of manure stores, based on the quantity of manure stored, %

Year Species Slurry lagoon, floating

cover (natural crust)

Ring storage tank, floating cover (natural

crust)

Closed storage tank

2015 Bovines 64 36 0Pigs 13 83 5

2020 Bovines 51 32 17Pigs 8 73 18

2025 Bovines 38 29 33Pigs 4 64 32

2030 Bovines 23 25 52Pigs 0 54 46

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Veised Sead Veised Sead Veised Sead Veised Sead2015 2020 2025 2030

0

10

20

30

40

50

60

70

80

90

100

Vedelsõnnikuhoidla laguun, ujuvkate (loomulik koorik)

Rõngasmahuti ujuvkate (loomulik koorik)

Kinnine mahuti

Animal group and year

% o

f man

ure

stor

ed

Horizontal axis: bovine animals / pigs [for each year cited]

Key:

slurry storage lagoon, floating cover (natural rind)

circular tank floating cover (natural rind)

Figure 6.53. Change in liquid manure storage technologies (% of manure stored) up to 2030124

Table 6.74. Assumptions used for projecting atmospheric pollutants from liquid manure spreading technologies124, proportion of spreading technologies, based on the quantity of manure stored, %

Year Species

Broadcast, liquid manure,

injection< 12 h

Trailing hose spreading, injection into soil < 12 h

Open slot injection spreading

Closed slot injection spreading

2015

Bovines 5 81 13 0Pigs 97 3

2020

Bovines 4 64 21 12Pigs 75 25

2025

Bovines 2 47 28 24Pigs 52 48

2030

Bovines 0 28 37 35Pigs 28 72

180

Veised Sead Veised Sead Veised Sead Veised Sead2015 2020 2025 2030

0102030405060708090

100

Paisklaotus, vedelsõnnik, muldaviimine < 12 h Lohisvooliklaotus, muldaviimine < 12 hAvatud lõhega injektorlaotus Suletud lõhega injektorlaotus

Animal group and year

% o

f man

ure

spre

ad

Horizontal axis (for each year cited): bovine animals / pigs

Key:

[L column]

Broadcast, application of slurry, incorporation of manure in < 12h

Open-slot injection

[R column]

Application using a trailing hose, incorporation of manure in < 12 h

Closed-slot injection

Figure 6.54. Change in liquid manure spreading technologies (% of manure spread) up to 2030124

2015 2020 2025 20300

10

20

30

Mineraalväetiste laotamine kiire muldaviimisega (kombikülvik)

% o

f m

ineral

ferti

lisers s

pread

Horizontal axis: injection of mineral fertilisers with quick incorporation of manure (combi drill)

Figure 6.55. Proportion of quick injection of mineral fertilisers (by combination sowing machine) of the quantity of mineral fertilisers spread up to 2030148

148 Farm study ‘Study on the efficiency of production technologies used in agriculture’

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6.4.3. Projection

Horizontal axis: tillage RAS / manure management RAS / BAU scenario sets out NH3 emissions from the subsectors of manure management and tillage in the agriculture sector during the period 2005–2015 and the projections on NH3 emissions in the BAU scenario and the RAS during the period 2017–2030.

Table 6.75 presents the relative differences in the projections concerning 2020, 2025 and 2030 in comparison with the reference year 2005.

2005 2010 2015 2020 2025 20300

2

4

6

8

10

12

Maaharimine ÕVP Sõnnikukäitlus ÕVP BAU stsenaarium

kt N

H₃

Horizontal axis: tillage RAS / manure management RAS / BAU scenario

Figure 6.56. Projections on NH3 emissions from the agriculture sector in the BAU scenario and the RAS, kt149

Table 6.75 presents projected atmospheric pollutants in the agriculture sector for the period 2020–2030. In 2016, total NH3 emissions equalled to 8.80 kt, which is projected to increase to 10.86 kt by 2030 in the BAU scenario and to 9.43 kt in the RAS. Total PM2.5 emissions (0.114 kt in 2016) will grow to 0.12 kt by 2030.

Pursuant to the commitments concerning the reduction of atmospheric pollutants by 2020–2030 imposed on Estonia by the EU air package in the NEC Directive, Estonia must reduce cross-sectoral NH3 emissions by 1 % in comparison with 2005. In 2016, approximately 90 %150 of NH3

emissions originated from the agriculture sector, due to which the biggest potential for the reduction of NH3 in Estonia lies in the agriculture sector. In the case that agricultural production will increase, the objective concerning the reduction of NH3 emissions by 2030 will be achieved only if additional technological measures for the reduction of emissions of NH3 into air are

149 The NH3 emissions set out in Chapter 6.1 do not coincide with the NH3 values in 2005–2016 set out in Chapter 6.4. Since more accurate source data were made available during the preparation of the atmospheric pollutants programme with regard to increasing the accuracy of NH3 emissions, the projections of the atmospheric pollutants reduction programme have been based on recalculated NH3 emission values for 2005–2016. The amendments mostly concerned manure management technologies and were largely based on the study ‘Amendment of inventory methodologies of pollutant emissions released from livestock farming and the mapping of emission reduction technologies’ of the EULS. [www] https://www.envir.ee/sites/default/files/nh3_eriheite_ja_sonnikukaitlustehnoloogiate_ajaloolise_ulevaate_lopparuanne_0.pdf 150 The NH3 and PM2.5 projections recalculated in the atmospheric pollutants

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implemented to the extent of the proportions set out in Table 6.73 and Table 6.74 and Horizontalaxis (for each year cited): bovine animals / pigs.

reduction programme have been prepared for the purpose of the BAU scenario and the RAS. The BAU scenario as well as the RAS project the growth in economic production to be the primary reason behind increasing NH3 and PM2.5 emissions in 2020, 2025 and 2030 in comparison with 2016. The increase in NH3 emissions is also spurred on by the growing use of mineral fertilisers. 2020–2030 emissions of the RAS are lower than that of the BAU scenario across all years, since the proportion of liquid manure stored in tented roof or concrete roof storage facilities or in closed steel or plastic tanks is assumed to exhibit a greater increase in the RAS than in the BAU scenario, the use of open and closed slot injection spreading technologies is assumed to become more common and the emissions of NH3 generated from the use of mineral fertilisers will be restricted by the fast injection of mineral fertilisers and cultivation after the spreading of mineral fertilisers or by using the combination sowing machine. The subsectors of manure management and tillage contribute greatly to the reduction of NH3 emissions in the RAS, whereas emissions from manure management in the RAS are 0.6 kt lower and that of tillage by 0.84 kt lower than the BAU emissions for 2030.

Table 6.75. Projected atmospheric pollutants in the agriculture sector for the period 2020–2030, kt

NH3 total emissions, kt

NH3


PM2.5

Totalemissions, kt

PM2.5


BAU RAS BAU RAS BAU RAS RAS BAU2005 9.376 9.376 0.111 0.1112016 8.804 8.804 -6.1 % 0.114 0.114 2.7 %2020 9.811 9.376 4.6 % 0.0007 % 0.109 0.109 -1.8 % -1.8 %2025 10.229 9.303 9.1 % -0.8 % 0.112 0.112 0.9 % 0.9 %2030 10.863 9.429 15.9 % 0.6 % 0.115 0.115 3.6 % 3.6 %

Below is a detailed explanation concerning the trends in projections concerning NH3 and PM2.5

emissions released into the air from the subsectors of manure management and tillage.

Manure managementTable 6.76 sets out emissions of atmospheric pollutants from manure management projected for 2020–2030 on the basis of the BAU scenario and the RAS. In 2005, total NH3 emissions in manure management amounted to 3.87 kt, which are projected to increase to 5.77 kt by 2030 in the BAU scenario and to 5.17 kt in the RAS. In 2005, total PM2.5 emissions in manure management amounted to 0.079 kt, which will increase to 0.084 kt by 2030.

The NH3 and PM2.5 emissions in the BAU scenario and the RAS will increase in all projected years arising from the growing abundance of animals. Due to this, NH3 emissions from animal housings as well as manure storage will increase. Primary source data used in the calculation of NH3 and PM2.5 emissions from manure management include the number of livestock, distribution of manure management systems and technologies. The milk yield of dairy cows is the main

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indicator in terms of dairy cows, affecting emissions in both scenarios. It has been assumed in the RAS that greater investments have been made to improve the condition of manure stores in comparison with the BAU scenario, and the lower NH3 emissions in the RAS stem from the implementation of a measure that foresees facilitation of storing liquid manure in tented roof or concrete roof storage facilities, as well as in closed steel or plastic tanks in approximately half of the pig and bovine manure stores. Implementation of additional reduction technologies for reducing NH3 emissions from manure stores would enable to reduce relevant emissions in the RAS by 3 % in 2020, 5 % by 2025 and 10 % by 2030 in comparison with the BAU scenario.

The perspective concerning the covering of manure stores in the upcoming years may prove difficult. Since large-scale production is dominant in Estonia, existing manure stores are big (area wise) and the coverage of such stores (e.g. the area of a lagoon-type store may amount to half a hectare or more) is technically complex and often outright impossible. The economic aspect must be taken into account as well, since a covered store is ca 1/3 more expensive than an uncovered store. Such investments may not be feasible for farmers in current economic conditions without a national support mechanism.

Table 6.76. Projected atmospheric pollutants in the manure management for the period 2016–2030, kt

Manure management 2005 2010 2015 2016 2020 2025 2030

NH3

BAU 3.872 4.599 4.963 4.460 5.172 5.390 5.768RAS 3.872 4.599 4.963 4.460 4.999 5.037 5.170

PM2.5

BAU 0.079 0.077 0.087 0.084 0.078 0.081 0.084RAS 0.079 0.077 0.087 0.084 0.078 0.081 0.084

TillageTable 6.77 sets out emissions of atmospheric pollutants in tillage projected for 2016–2030 on the basis of the BAU scenario and the RAS. Total NH3 emissions are projected to decrease from 5.50 kt in 2005 to 5.10 kt in 2030 in the BAU scenario, and to 4.26 kt in the RAS. Total PM2.5

emissions from tillage amounted to 0.032 kt in 2005 and to 0.031 kt in 2016. PM2.5 emissions are assumed to remain at the 2016 level in both scenarios as the area of cropland fertilised with synthetic and organic fertilisers is projected to remain stable in the period 2020–2030 according to the projection of the Ministry of Rural Affairs of Estonia.

The primary source data used for the calculation of projections of NH3 emissions from tillage include quantities of organic and mineral fertilisers used and the distribution of manure management systems and fertilisation technologies. The quantities of organic and mineral fertilisers and the number and proportion of animals grazing are equal in both scenarios. In the BAU scenario, NH3 emissions are expected to rise in the future due to the increase in the use of manure fertilisers and the abundance of animals. The reduction of NH3 emissions from tillage in the RAS will be affected by the wider adoption of low-emission spreading technologies for spreading mineral fertilisers, which requires quick injection along with cultivation after

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spreading or the use of a combination sowing machine. These measures are assumed to reduce NH3 emissions by 80 % in comparison with the reference situation (Table 6.72). Open and closed slot injection are more commonly used during the spreading of liquid manure in comparison with the BAU scenario. Implementation of additional reduction technologies for reducing NH3

emissions from tillage would enable to reduce relevant emissions in the RAS by 6 % by 2020, 12 % by 2025 and 16 % by 2030 in comparison with the BAU scenario.

Table 6.77. Emissions of atmospheric pollutants projected from tillage for the period 2016–2030, kt

Tillage 2005 2010 2015 2016 2020 2025 2030NH3

BAU 5.504 4.206 4.402 4.344 4.640 4.840 5.095RAS 5.504 4.206 4.402 4.344 4.376 4.266 4.259

PM2.5

BAU 0.032 0.026 0.031 0.031 0.031 0.031 0.031RAS 0.032 0.026 0.031 0.031 0.031 0.031 0.031

In addition to the main projection provided by the Ministry of Rural Affairs of Estonia (BAU scenario), said Ministry also prepared alternative projections for the number of dairy cows and the use of mineral fertilisers in 2030 (alternative scenario). Table 6.78 sets out the impact of the lower increase in the number of dairy cows (without implementing additional NH3 reduction measures) on NH3 emissions by 2030. If the number of dairy cows in 2030 were to remain lower by 10 000 specimens in comparison with the projection of the BAU scenario, emissions would decrease by 0.47 kt, i.e. 4.36 %, by 2030. Milk yield per cow has a significant impact on emissions, whereas greater milk yield per cow increases emissions.

Table 6.78. Alternative projection for lower increase of the abundance of dairy cows by 2030

2005 2010 2015 2016 2030NH3 emissions in BAU scenario, kt 9.376 8.806 9.365 8.804 10.863NH3 emissions in the alternative scenario, kt 9.376 8.806 9.365 8.804 10.389

Number of dairy cows, alternative scenario 112 800 96 500 90 600 86 100 89 000

Number of dairy cows BAU 112 800 96 500 90 600 86 100 99 000Milk yield per cow in both scenarios 5 886 7 021 8 442 8 878 10 000Relative difference between the BAU and the alternative scenario in 2030

4.36 %

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Table 6.20 reveals the projected NH3 emissions for 2030 in the case the growth of mineral fertilisers is lower by 1 000 t in 2030 than projected in the BAU scenario. In this case, emissions would decrease by 0.03 kt, i.e. 0.24 %.

Table 6.79. Alternative projection for lower increase in the use of mineral fertilisers by 2030

2005 2010 2015 2016 2030NH3 emissions in BAU scenario, kt 9.376 8.806 9.365 8.804 10.863NH3 emissions in the alternative scenario, kt 9.376 8.806 9.365 8.804 10.837

Quantity of mineral fertilisers, alternative scenario, t 36 071 44 111 55 804 55 188 60 000

Quantity of mineral fertilisers BAU, t 36 071 44 111 55 804 55 188 61 000Difference between the BAU and the alternative scenario in 2030 0.24 %

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7. RESPONSIBILITIES ATTRIBUTED TO NATIONAL, REGIONAL AND LOCAL AUTHORITIES

Table 7.1 sets out the relevant national authorities in terms of fulfilling the objectives in the area of air quality and air pollution and the areas of responsibility of these authorities based on Implementing Decision (EU) 2018/1522 laying down a common format for national air pollution control programmes under the NEC Directive.

Table 7.80. National authorities and their areas of responsibility in the area of air quality and air pollution.

Type of authority Areas of responsibility in the area of air quality and air pollution

Government agencies

Ministry of the Environment Shaping and implementation of environmental policy

Ministry of Economic Affairs and Communications

Shaping and implementation of entrepreneurship and innovation (including energy and transport sector) policy

Estonian Ministry of Rural Affairs

Shaping and implementation of agricultural policy

Environmental BoardImplementation of the national policy on environmental use (including issuing and regulation of environmental permits)

Environmental Inspectorate Monitoring of environmental protection and law in relevant sectors

Environment Agency

Preparation of national and international reports in the environment sector and execution of the national environmental monitoring programme

Estonian Environmental Research Centre

conduct of environmental monitoring and measuring of pollutants, preparation of reports in the environment sector

Local authorities Local governments

Preparation of an air quality improvement plan, if necessary, delivering an opinion in the process of granting environmental permits, supporting fulfilment of national environmental policy objectives

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Industry


Atmospheric Air Protection Act. RT I, 22 December 2018, 7. [www] https://www.riigiteataja.ee/akt/123122016002 (27 February 2019)

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Estonian Environmental Research Centre. General principles of climate policy until 2050. Impact assessment of the energy and industry sector. [www]https://www.envir.ee/sites/default/files/kpp_2050_mojudehindamine_energeetika_ja_toostus_25.05.pdf (22 October 2018)


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Directive (EU) 2016/2284 of the European Parliament and of the Council on the reduction of national emissions of certain atmospheric pollutants, amending Directive 2003/35/EC and repealing Directive 2001/81/EC. 17 December 2016. [www]

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Directive 2010/75/EU of the European Parliament and of the Council on industrial emissions (integrated pollution prevention and control). OJ L 334/17, 17 December 2010 [www]https://eur-lex.europa.eu/legal-content/ET/TXT/HTML/?uri=CELEX:32010L0075&from=EN (27 February 2019)

National commitments for reduction of anthropogenic emissions of pollutants in the territory and economic zone of Estonia, the terms for the performance thereof, exceptions and reporting. RT I, 26 June 2018, 28. [www] https://www.riigiteataja.ee/akt/126062018028 (27 February 2019)

Environment Agency. Emissions of pollutants into ambient air in 1990–2016. [www]https://keskkonnaagentuur.ee/sites/default/files/ee_2018_submission_v1.0.xls (3 December 2018)

Ministry of the Environment. Monetary assessment of the external impact of environmental use in Estonia. [www] https://www.envir.ee/et/uudised/riik-paneb-keskkonnakasutuse-rahasse (27 February 2019)

Ministry of the Environment. Opportunities for Estonia to move towards becoming a more competitive low carbon economy by 2050. [www] https://www.envir.ee/sites/default/files/loppraport_2050.pdf (27 February 2019)

Ministry of Economic Affairs and Communications. Green book of industrial policy. [www]https://www.mkm.ee/sites/default/files/toostuspoliitika_roheline_raamat_.pdf (27 February 2019)

Long-term economic projection of the Minister of Finance until 2070. [www] https://www.rahandusministeerium.ee/et/riigieelarve-ja-majandus/majandusprognoosid (3 December 2018)

Integrated Pollution Prevention and Control Act. RT I, 16 May 2013, 6. [www] https://www.riigiteataja.ee/akt/116052013006 (27 February 2019)


The new Industrial Emissions Act facilitates better management of industrial emissions, newsletter of Environmental Law, May 2013. [www] http://www.k6k.ee/uudiskiri/2013/mai/ths (3 December 2018)

Solvents


Atmospheric Air Protection Act. RT I, 22 December 2018, 7. [www] https://www.riigiteataja.ee/akt/123122016002 (27 February 2019)

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Estonian Environmental Research Centre. Determination of volatile organic compounds in paints, varnishes and finishing products. [www]https://www.envir.ee/sites/default/files/loy_varv_aruanne_2012.pdf (27 February 2019)


Directive (EU) 2016/2284 of the European Parliament and of the Council on the reduction of national emissions of certain atmospheric pollutants, amending Directive 2003/35/EC and repealing Directive 2001/81/EC. 17 December 2016. [www]https://eur-lex.europa.eu/legal-content/ET/TXT/PDF/?uri=CELEX:32016L2284&from=ET (3 December 2018)

Directive 1999/13/EC of the European Parliament and of the Council on the limitation of emissions of volatile organic compounds due to the use of organic solvents in certain activities and installations. OJ L 085, 29 March 1999. [www]https://eur-lex.europa.eu/legal-content/ET/TXT/HTML/?uri=CELEX:31999L0013&from=EN (22 February 2019)

Directive 2004/42/EC of the European Parliament and of the Council on the limitation of emissions of volatile organic compounds due to the use of organic solvents in certain paints and varnishes and vehicle refinishing products and amending Directive 1999/13/EC. OJ L 143/87, 30 April 2004. [www]https://eur-lex.europa.eu/legal-content/ET/TXT/PDF/?uri=CELEX:32004L0042&from=EN (22 February 2019)

Directive 2010/75/EU of the European Parliament and of the Council on industrial emissions (integrated pollution prevention and control). OJ L 334/17, 17 December 2010 [www]https://eur-lex.europa.eu/legal-content/ET/TXT/HTML/?uri=CELEX:32010L0075&from=EN (27 February 2019)

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Guidelines for Reporting Emissions and Projections Data under the Convention on Long-range Transboundary Air Pollution. [www]http://www.ceip.at/fileadmin/inhalte/emep/2014_Guidelines/ece.eb.air.125_ADVANCE_VERSION_reporting_guidelines_2013.pdf (2 December 2018)

Environment Agency. Emissions of pollutants into ambient air in 1990–2016. [www]https://keskkonnaagentuur.ee/sites/default/files/ee_2018_submission_v1.0.xls (3 December 2018)

Ministry of the Environment. Monetary assessment of the external impact of environmental use in Estonia. [www] https://www.envir.ee/et/uudised/riik-paneb-keskkonnakasutuse-rahasse (27 February 2019)

Ministry of the Environment. Opportunities for Estonia to move towards becoming a more competitive low carbon economy by 2050. [www] https://www.envir.ee/sites/default/files/loppraport_2050.pdf (27 February 2019)

Limit values of emissions of volatile organic compounds released into ambient air during the use of solvents, monitoring requirements of pollutant emissions released from pollution sources and

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criteria for assessing adherence to the limit values of emissions. RT I, 16 May 2013, 36. [www]https://www.riigiteataja.ee/akt/798568 (27 February 2019)

CLRTAP (RT II 2000, 4, 25). [www] https://www.riigiteataja.ee/akt/78108 (3 December 2018)

Long-term economic projection of the Minister of Finance until 2070. [www] https://www.rahandusministeerium.ee/et/riigieelarve-ja-majandus/majandusprognoosid (3 December 2018)


Agriculture


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Estonian University of Life Sciences. 2013. Farm study ‘Study on the efficiency of production technologies used in agriculture’, unpublished. 2013.

Estonian University of Life Sciences. 2015. Analysis of the changes in the prices and production structure of the main agricultural products in Estonia along with macroeconomic projection models. Final report. [www] https://www.pikk.ee/upload/files/Lopparuanne_Poldaru.pdf (26 November 2018).


Finantsakadeemia OÜ. 2018. Study on climate policy measures for determining the most cost-efficient measures for the achievement of objectives concerning climate policy and the Effort Sharing Regulation in Estonia. Final report. [www] https://kik.ee/sites/default/files/aruanne_kliimapoliitika_kulutohusus_final.pdf (22 October 2018).

Kaasik, A. 2018. Amendment of inventory methodologies of pollutant emissions released from livestock farming and the mapping of emission reduction technologies. [www] https://www.envir.ee/sites/default/files/nh3_eriheite_ja_sonnikukaitlustehnoloogiate_ajaloolise_ulevaate_lopparuanne_0.pdf (30 November 2018)

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Regulation No 66 of 14 December 2016 of the Minister of the Environment. Methods for measurement and calculation of pollutant emissions into ambient air from animal and poultry farms. RT I, 22 December 2016, 4. [www] https://www.riigiteataja.ee/akt/122122016004 (30 June 2018).

Regulation No 67 of 14 December 2016 of the Minister of the Environment. Threshold capacities for the activities and threshold quantities for the emissions of pollutants beyond which an air pollution permit is required for the activities of installations. RT I, 14 December 2017, 10 [www] https://www.riigiteataja.ee/akt/114122017010 (22 October 2018).

Rural Development and Agricultural Market Regulation Act. RT I, 6 July 2018, 7. [www] https://www.riigiteataja.ee/akt/114032017003?leiaKehtiv (22 October 2018).

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Ministry of Rural Affairs of Estonia. Estonian dairy strategy 2012–2020 [www] https://www.agri.ee/sites/default/files/public/juurkataloog/ARENDUSTEGEVUS/piimandusstrateegia-2012-2020.pdf (22 October 2018).

Ministry of Rural Affairs of Estonia. Estonian cereals sector development plan 2014–2020. [www] https://www.agri.ee/et/eesmargid-tegevused/arengukavad-ja-strateegiad (22 October 2018).

Ministry of Rural Affairs of Estonia. Agriculture and fisheries development plan until 2030. In development. [www] https://www.agri.ee/sites/default/files/content/arengukavad/poka-2030/poka-2030-terviktekst-mustand-2018-07-03.pdf (22 October 2018).

Organic Farming Act. RT I, 28 December 2017, 26. [www] https://www.riigiteataja.ee/akt/128122017026 (22 October 2018)

Database of Statistics Estonia. PM065: Use of mineral fertilisers on the harvest of the reporting year. [www] http://pub.stat.ee/px-web.2001/Dialog/varval.asp?ma=PM09&ti=LOOMAD+JA+LINNUD%2C+31%2E+DETSEMBER&path=../Database/Majandus/13Pellumajandus/06Pellumajandussaaduste_tootmine/02Loomakasvatussaaduste_tootmine/&lang=2 (30 June 2018).

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Regulation No 89 ‘List of subcategories within the categories of activities and the threshold capacities in the case of which an integrated permit is required for the operation of an installation’ of the Government of the Republic of Estonia of 6 June 2013. RT I, 25 September 2018, 4. [www] https://www.riigiteataja.ee/akt/125092018004 (22 October 2018).

Regulation No 288 ‘Water protection requirements for fertiliser and manure stores and the requirements for the storage and use of manure, silage and other fertilisers’ of the Government of the Republic of Estonia of 28 January 2001. RT I, 16 August 2016, 6. [www] https://www.riigiteataja.ee/akt/116082016006 (22 October 2018).

Fertilisers Act. RT I, 28 December 2017, 30. [www] https://www.riigiteataja.ee/akt/750350?leiaKehtiv (22 October 2018).

Water Act. RT I, 4 July 2017, 50. [www] https://www.riigiteataja.ee/akt/104072017050 (22 October 2018).

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Documents

Abbreviations, explanations - European Commission ...€¦ · Web viewIn December 2013, the European Commission published Communication ‘A Clean Air Programme for Europe’ which