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    	<title>CE Delft - Lucht- en zeevaart</title>
		<copyright>Copyright (c) 2010, CE Delft</copyright>
		<link>http://www.ce.nl/ce/rapporten/114/</link>
        <atom:link href="http://www.ce.nl/index.php?go=home.showRapportenRSS&amp;pagenr=118" rel="self" type="application/rss+xml" />
		<language>nl</language>
		<description>CE Delft Rich Site Summary</description>
		<webMaster>webmaster@ce.nl (Webmaster)</webMaster>
		        
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			<title><![CDATA[Going Slow to Reduce Emissions]]></title>
			<link>http://www.ce.nl/publicatie/going_slow_to_reduce_emissions/1029</link>
			<guid>http://www.ce.nl/publicatie/going_slow_to_reduce_emissions/1029</guid>
			<description><![CDATA[A new Seas At Risk report assessing the potential of the shipping industry to cut its GHG emissions has concluded that if the main fleet sectors make full use of existing fleet overcapacity they could reduce emissions by as much as a third.

The study, entitled &amp;ldquo;Going Slow to Reduce Emissions&amp;rdquo; was undertaken by CE Delft and will be presented today (24th March) at a side event at the 60th session of the International Maritime Organisation&amp;rsquo;s (IMO) Marine Environment Protection Committee.

If you slow ships down you need more ships to move the same amount of cargo in a given time and this has been one of the arguments used against reducing the speed of ships.

However, this study shows that for the most important fleet segments &amp;ndash; tankers, bulk carriers and container ships &amp;ndash; the recent economic downturn has resulted in sufficient overcapacity in the fleet to cut emissions by around 30% by slow steaming.

Moreover, the study assumes levels of speed reduction that are consistent with the safe and reliable operation of ship engines and that do not require the retrofitting of new equipment.

In short, this study shows that the current overcapacity in the fleet presents the global shipping industry with a golden opportunity to make substantial reductions in GHG emissions in the short term.

This is particularly important given the urgent need to peak emissions in the next few years if global warming is to be kept well below 2 degrees and catastrophic consequences avoided.

Speed reduction is an important part of the package of measures that will be necessary if the shipping industry is to make a proper contribution to the very large cuts in emissions that are necessary to avoid runaway climate change.

The report&amp;rsquo;s presentation coincides with an important stage in IMO deliberations concerning the technical, operational and market-based approaches to tackle GHG emissions from shipping.

Importantly, speed reductions of the kind identified in this report are consistent with the IMO Secretary General&amp;rsquo;s statement that the means chosen to reduce emissions must be realistic, pragmatic, workable, cost-effective and, above all, well-balanced.

The industry has to some extent already started slow steaming, but the potential for GHG emission reductions is huge and the development of measures to encourage and facilitate the shift should be a priority for the IMO.]]></description>
			<pubDate>Fri, 28 May 2010 11:03:48 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[A Global Maritime Emissions Trading System]]></title>
			<link>http://www.ce.nl/publicatie/a_global_maritime_emissions_trading_system/1024</link>
			<guid>http://www.ce.nl/publicatie/a_global_maritime_emissions_trading_system/1024</guid>
			<description><![CDATA[This report designs a global cap-and-trade scheme for maritime transport and assesses its impacts on the shipping sector, regions and groups of countries.
&amp;nbsp;
It shows that it is feasible to implement a cap-and-trade scheme for greenhouse gas emissions in the maritime transport sector. Such a scheme ensures that the environmental target is met, while allowing the sector to grow and ensuring that the target is met in the most cost-effective way. An emissions trading scheme would result in an increase in the costs of shipping of less than 10%, depending on the price of allowances. The increase in import values is likely to be less than 1% for most commodity groups, and the impact on consumer prices even lower. 

Using new data on emissions of ships sailing to regions and country groups, this report demonstrates that the additional costs of imports for most regions and country groups are estimated to be less than 0.2% of GDP, with a few exceptions. 

This report demonstrates that it is possible to compensate developing countries for the increased costs of imports by using approximately two thirds of the revenues of the auction. The remainder of the revenues can be used for other aims, such as R&amp;amp;D into fuel-efficiency of ships. 

The study has been written by a consortium comprising CE Delft, DLR and Fearnley Consultants.]]></description>
			<pubDate>Thu, 18 Mar 2010 16:16:01 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Technical support for European action to reducing Greenhouse Gas Emissions from international  maritime transport]]></title>
			<link>http://www.ce.nl/publicatie/technical_support_for_european_action_to_reducing_greenhouse_gas_emissions_from_international__maritime_transport/1005</link>
			<guid>http://www.ce.nl/publicatie/technical_support_for_european_action_to_reducing_greenhouse_gas_emissions_from_international__maritime_transport/1005</guid>
			<description><![CDATA[The European Union has pledged to reduce greenhouse gas (GHG) emissions by at least 20% by 2020 and, like other sectors, maritime shipping should contribute to securing this target. 

The EU would preferably like to see action at a global level. However, if no international agreement is reached by the end of 2011, the European Commission will propose a policy to include international maritime emissions in abatement efforts. 

This report has been written for the European Commission, DG Environment, to provide technical assistance in preparing such a policy to reduce GHG emissions from maritime transport.

This report demonstrates that of the many policy instruments available to address these emissions, directly or indirectly, the inclusion of maritime shipping in the EU Emission Trading Scheme is the most environmentally effective as well as cost-effective.

Under the EU ETS, ship operators would have to surrender allowances for emissions on voyages to EU ports. They would have to do so regardless of the flag or nationality of the owner. Some ships may be diverted as a result, but this can be kept to a minimum by defining a voyage as the route from the port of loading to the port of discharge. For most types of vessel this would make it uneconomical to change route.

Other instruments, such as an emissions tax, would be effective but could be harder to implement. Yet other instruments, such as efficiency standards for ships entering EU ports, would have less scope for reducing emissions and suffer from carbon leakage.

This report for the first time provides a reliable estimate of GHG emissions from maritime transport on voyages to EU ports. These amount to 208 Mt CO2, equal to 4.1% of EU land-based emissions. Despite the potentially significant efficiency improvements available in this sector, its emissions are projected to rise in the coming decades.]]></description>
			<pubDate>Wed, 17 Feb 2010 10:19:06 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Environmental Ship Index field test]]></title>
			<link>http://www.ce.nl/publicatie/environmental_ship_index_field_test/1018</link>
			<guid>http://www.ce.nl/publicatie/environmental_ship_index_field_test/1018</guid>
			<description><![CDATA[Towards the end of 2008 and in early 2009 CE Delft developed the Environmental Ship Index (ESI) at the request of the World Port Climate Initiative (WPCI) and in collaboration with the five largest seaports in Western Europe. The ESI can be used by ports to promote cleaner shipping. The Port of Rotterdam has announced that in 2011 it will give the cleanest vessels a discount on harbour dues.

The ESI is explained in this brochure, to which CE Delft contributed. 

In 2009 a survey was carried out to test the ESI formulae, with the following specific goals:

    To gain insight into the practicability of the formulae.
    To gain insight into the scores of various types of vessel.
    To assess whether the ESI works satisfactorily in practice.

The report presents the survey results and analysis. There was found to be sufficient data on board ships for calculating the ESI scores. It could also be concluded that the ESI is a good indicator for the emissions performance of shipping. There are major differences in ESI score among vessels, because of differences in the sulphur content of the fuels burned and differences in engine NOx emissions.]]></description>
			<pubDate>Wed, 10 Mar 2010 07:42:32 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Second IMO GHG Study 2009 ]]></title>
			<link>http://www.ce.nl/publicatie/second_imo_ghg_study_2009_/942</link>
			<guid>http://www.ce.nl/publicatie/second_imo_ghg_study_2009_/942</guid>
			<description><![CDATA[Shipping currently accounts for 3.2% of anthropogenic CO2 emissions and its emissions are forecasted to increase 2-3 fold until 2050. While a significant potential exists to increase the efficiency of ships and thus reduce emissions, much of this potential is left untapped because of a lack of adequate incentives. The introduction of a global emissions trading scheme for shipping or a global emissions levy would provide the right incentive to make shipping contribute to the solution of the climate problem.

This report provides a full overview of climate issues for maritime transport. It shows:
- Past, current and future CO2 emissions of shipping.
- Current and future climate impact of shipping.
- A comprehensive list of technical and operational measures to reduce emissions.
- The costs and abatement potential of these options.
- An assessment of policies to reduce the climate impact of shipping.

The report has been written by a consortium led by MARINTEK for the IMO. CE Delft was responsible for assessing costs and potential of technical and operational options to reduce emissions and for the policy evaluation. ]]></description>
			<pubDate>Tue, 06 Oct 2009 11:13:23 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Air travel has major environmental impacts (Hoe groen kunnen we vlliegen)]]></title>
			<link>http://www.ce.nl/publicatie/air_travel_has_major_environmental_impacts_%28hoe_groen_kunnen_we_vlliegen%29/967</link>
			<guid>http://www.ce.nl/publicatie/air_travel_has_major_environmental_impacts_%28hoe_groen_kunnen_we_vlliegen%29/967</guid>
			<description><![CDATA[Conclusions of the study 'Hoe groen kunnen we vliegen?&amp;quot;
Air travel generates noise, causes air pollution and contributes to global warming. Without additional policy measures, the share of aviation in each of these problems will continue to rise in the years ahead, even though a reduction in greenhouse gas emissions is essential to combat climate change.
See also the report in Dutch.]]></description>
			<pubDate>Tue, 08 Sep 2009 14:22:09 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Proposal for an Environmental Ship Index]]></title>
			<link>http://www.ce.nl/publicatie/proposal_for_an_environmental_ship_index/921</link>
			<guid>http://www.ce.nl/publicatie/proposal_for_an_environmental_ship_index/921</guid>
			<description><![CDATA[In a study commissioned by the ports of Le Havre, Antwerp, Rotterdam, Bremen and Hamburg, CE Delft has developed an Environmental Ship Index (ESI) that from 2010 onwards will be used on a voluntary basis to encourage more environmentally benign shipping. The index identifies vessels that perform better in terms of emissions than under current international regulations on the average technology to be applied in new vessels. The index can be used by port authorities, carriers and dispatchers alike. 

Indexing is not a novel topic, being similarly employed for both aviation and road vehicles, in establishing &amp;lsquo;green zones&amp;rsquo; and in differentiating taxes. 

The report comprises the following:
1&amp;nbsp;&amp;nbsp;&amp;nbsp; Evaluation of existing indices in the maritime sector.
2&amp;nbsp;&amp;nbsp;&amp;nbsp; Evaluation of the lessons to be learned from use of such indices in other sectors.
3&amp;nbsp;&amp;nbsp;&amp;nbsp; Design of a proposal for an ESI.
4&amp;nbsp;&amp;nbsp;&amp;nbsp; A proposal for an ESI organisation to administer a database and manage vessel inspection.

The ESI proposal covers emissions of NOX and SOX and reporting on the IMO energy efficiency operational index (EEOI). As yet, it is unfeasible to include particulates in the index.]]></description>
			<pubDate>Tue, 07 Apr 2009 12:17:39 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Competitiveness issues for Dutch aviation from EU ETS]]></title>
			<link>http://www.ce.nl/publicatie/competitiveness_issues_for_dutch_aviation_from_eu_ets/926</link>
			<guid>http://www.ce.nl/publicatie/competitiveness_issues_for_dutch_aviation_from_eu_ets/926</guid>
			<description><![CDATA[This report analyses the impact of aviation&amp;rsquo;s inclusion in the EU ETS on the competitiveness of EU airlines. It specifically addresses the risk of carbon leakage due to auctioning of allowances. 

The main findings are:

    Airlines are unlikely to reap windfall profits from the inclusion in the EU ETS.
    All airlines are likely to be able to pass on the costs associated with emissions trading to their customers in most markets.
    Consequently, the competitiveness of EU airlines is unlikely to change in these markets.
    However, on long haul routes where an alternative routing via a non-EU hub exists, not all the costs may be passed through.
    Consequently, on these markets EU airlines may see their competitiveness deteriorate as levels of auctioning or allowances prices increase.
    For Dutch aviation, the cost price increase of full auctioning is 2.5%.
    At least 80% of this increase can be passed through to consumers. 
    
]]></description>
			<pubDate>Tue, 07 Apr 2009 16:06:57 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Implications for Flanders of policies addressing the greenhouse gas and acidifying emissions of international shipping]]></title>
			<link>http://www.ce.nl/publicatie/implications_for_flanders_of_policies_addressing_the_greenhouse_gas_and_acidifying_emissions_of_international_shipping/863</link>
			<guid>http://www.ce.nl/publicatie/implications_for_flanders_of_policies_addressing_the_greenhouse_gas_and_acidifying_emissions_of_international_shipping/863</guid>
			<description><![CDATA[In collaboration with Resource Analysis of Antwerp, CE Delft has analysed the economic effects of several scenarios for reducing emissions of CO2 and acidifying air pollutants by international shipping. This report comprises the following elements:

    Analysis of the importance of the maritime sector for Flanders and forecasts of sectoral growth.
    Analysis and selection of policy options for reducing CO2 emissions and policy options for reducing NOX and SO2 emissions.
    Projections of likely NOX and SO2 emissions as a function of antici-pated trends in fleet size and traffic volumes and implementation of a range of technologies.
    Analysis of the economic impacts of the CO2 and air pollutant emission abatement measures investigated on the Flemish maritime sector and the Flemish economy.

The study shows that costs are governed by the magnitude of the cuts in air pollutant emissions by ocean-going vessels. Scenarios in which emissions are reduced by several dozen percentage points lead to scarcely any extra costs. If emissions are to be cut by 80% or more, though, costs per tonne-km may rise by around 6-8%. This may lead to a 1-2% decline in demand.   Including intercontinental maritime transport in the European Emissions Trad-ing Scheme (ETS) may affect the energy efficiency of other sectors in the scheme. To limit the cost to industry as well as impacts on the competitiveness of certain sectors, redistribution of the ensuing revenue may be advisable.  Including maritime transport in the ETS and the same holds for measures addressing air pollution from this source, to the extent that these involve variable costs will have an impact on the competitiveness of Flemish ports. Par-ticularly at the ports of Zeebrugge and Ostend (active in the RoRo market to and from the UK) there is likely to be a competitive disadvantage. This may lead to a shift in traffic from North Sea ports (Zeebrugge, Ostend) to Channel ports (Calais, Boulogne). The same may hold for Antwerp vis-a-vis Rotterdam when it comes to intercontinental traffic.   Including the maritime sector in the ETS will, like tougher emission limits, have an impact on the competitiveness of Short Sea Shipping relative to road transport. The extent of the extra costs will depend very much on the price of ETS carbon credits or technical measures and whether or not the proceedings from the auctioning of emission rights are ploughed back to the sector.]]></description>
			<pubDate>Fri, 04 Dec 2009 13:57:11 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Left on High Seas]]></title>
			<link>http://www.ce.nl/publicatie/left_on_high_seas/846</link>
			<guid>http://www.ce.nl/publicatie/left_on_high_seas/846</guid>
			<description><![CDATA[The inclusion of international aviation and shipping emissions in a global climate policy framework has proved to be a difficult issue. Notwithstanding discussing the subject for over a decade, Annex I countries have not been successful in limiting or reducing greenhouse gas emissions from international transport.   As the IMO is considering greenhouse gas mitigation options and simultaneously the UNFCCC is engaging in several processes to define long-term cooperative action for all and further commitments for Annex I parties, the issue of bunker fuels is again attracting attention. This paper sets out to identify the conditions for progress on this issue. It also evaluates two basic architectures for climate policy for shipping and broaldy assesses the impacts for developing countries.  The report shows that climate policy for international transport can be organised in two ways, either in the UNFCCC or in IMO and ICAO. In the former case, responsibilities for emissions have to be differentiated according to the route of vessels. In the latter case, revenues of financial instruments could be used to fund adaptation in developing countries. The report shows that in either case, economic impacts on developing countries would be modest if the policies were properly designed.]]></description>
			<pubDate>Thu, 16 Apr 2009 11:07:36 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Lower NOx at Higher Altitudes]]></title>
			<link>http://www.ce.nl/publicatie/lower_nox_at_higher_altitudes/916</link>
			<guid>http://www.ce.nl/publicatie/lower_nox_at_higher_altitudes/916</guid>
			<description><![CDATA[This report designs policy instruments to reduce the climate impact from aviation NOx emissions.
In its feasibility study on the inclusion of aviation in the EU ETS, CE Delft argued that the non-CO2 climate impacts should be dealt with by ancillary policy instruments. As a result, the EU agreed to address NOx emissions in separate legislation. This report prepares for that legislation.

The main conclusions of this study are that:

There are two effective and cost-effective policy instruments to reduce the climate impact of aviation NOx emissions, viz.:

    An LTO NOx charge with a distance factor. or
    The inclusion of aviation NOx in the EU ETS, based on LTO NOx with a distance factor.

However, before either of these instruments can be implemented, two outstanding issues have to be resolved:

    A GWP for aviation NOx has to be established.
    The relationship between LTO and cruise emissions has to be established in a sufficiently robust way.

The report estimates that this can be done within three to five years, given sufficient study.

The report was prepared for the European Commission, DG Energy and Transport.]]></description>
			<pubDate>Thu, 16 Apr 2009 10:27:22 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Environmental classification of aircraft]]></title>
			<link>http://www.ce.nl/publicatie/environmental_classification_of_aircraft/910</link>
			<guid>http://www.ce.nl/publicatie/environmental_classification_of_aircraft/910</guid>
			<description><![CDATA[Aircraft can be classified according to environmental  performance. This report shows there are various classification systems  available for the purpose and provides numerous examples of how they might be  elaborated. In all cases due knowledge of the features of individual aircraft is  first required.&amp;nbsp;The required data on aircraft type, engine type and weight are  available from airports. The report was prepared for the Dutch Finance ministry and discussed with the  Taskforce on Differentiation of the Air Travel Tax, in which the main  stakeholders are represented. The Taskforce was set up following adoption of a  motion by Dutch MPs (Parliamentary Proceedings 2007/08, 31 205, no. 45)  requesting analysis of the practical scope for relating the country&amp;rsquo;s air travel  tax to the distance flown and the environmental impact of the type of aircraft  employed. ]]></description>
			<pubDate>Fri, 04 Dec 2009 14:16:31 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[The economics of Heathrow expansion]]></title>
			<link>http://www.ce.nl/publicatie/the_economics_of_heathrow_expansion/817</link>
			<guid>http://www.ce.nl/publicatie/the_economics_of_heathrow_expansion/817</guid>
			<description><![CDATA[At the request of HACAN ClearSkies, CE Delft has carried out a study on the economic importance of expansion of Heathrow airport. The main conclusion is that an earlier, highly influential report failed to properly calculate the eco-nomic benefits of expansion and may even have substantially overestimated them. Furthermore, it would have been worth examining the effects of 'de-mand management', in the form of internalisation of external costs and restric-tions on slots for short-haul flights. Finally, it is concluded that the issue of in-ternational competition among European hubs is no reason for further cross-country harmonisation of environmental policy vis-&amp;agrave;-vis nuisance to local communities. Because the bulk of the benefits also accrue to these communi-ties, local administrators are best placed to make prudent decisions.]]></description>
			<pubDate>Thu, 19 Mar 2009 15:12:06 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Implications of EU Emission Trading Scheme for Competition Between EU and Non-EU Airlines]]></title>
			<link>http://www.ce.nl/publicatie/implications_of_eu_emission_trading_scheme_for_competition_between_eu_and_non-eu_airlines/812</link>
			<guid>http://www.ce.nl/publicatie/implications_of_eu_emission_trading_scheme_for_competition_between_eu_and_non-eu_airlines/812</guid>
			<description><![CDATA[MVA Consultancy and CE Delft have been commissioned by DGTL to examine whether, in the event of the Emission Trading Scheme (ETS) being applied to civil aviation flights departing from and arriving at EU airports, there might be appreciable opportunity for non-EU carriers to strengthen their competitive position vis a vis EU airlines.  The study shows that any effects on the competitive positions of airlines are ex-pected to be small, unless the price of allowances increases very substantially above current levels. For most carriers in most markets, cross-subsidisation would not result in higher profits and would therefore not be in the interest of the carriers. However, it is not possible to rule out completely that some non-EU car-riers could engage in cross-subsidisation of their routes to/from the EU, if they also operate in markets where they can earn supra-normal profits. It has been shown that these opportunities are limited and, since this would be strongly de-pendent upon strategic behavioural choices by individual carriers, it is not possi-ble to establish whether this situation would be aggravated by the inclusion of aviation in the EU ETS. Additionally, EU carriers could be competitively disadvan-taged in some markets, as a consequence of the location of non-EU carriers hub airports. For some non-EU carriers, their hub locations provide opportunities for passengers to substitute transfers at these hubs for transfers at EU hubs, or even direct flights, so that the impact of ETS costs on their fares is reduced.]]></description>
			<pubDate>Fri, 18 Dec 2009 10:46:43 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Study of Aircraft Noise Exposure at and around Community Airports]]></title>
			<link>http://www.ce.nl/publicatie/study_of_aircraft_noise_exposure_at_and_around_community_airports/820</link>
			<guid>http://www.ce.nl/publicatie/study_of_aircraft_noise_exposure_at_and_around_community_airports/820</guid>
			<description><![CDATA[It seems unlikely that the European Commission will succeed in its aim of re-ducing noise exposure around European airports. This is the conclusion of a study for the Commission by CE Delft and the British consultancies MPD and ERM, in which the relevant Directive (2002/30) was evaluated. This directive sets out the scope available to European airports for placing restrictions on noisy flights.   More specifically, the study looked at the changes in noise levels around European airports since implementation of the directive and the further changes anticipated in the coming years. A survey was also made of the abatement measures taken by airports since 2002 as well as those scheduled for the near future, focusing particularly on restrictions on night flights and on the 'marginally compliant Chapter 3 aircraft' only just meeting the standards. Although numerous measures have been implemented to reduce noise expo-sure, the airports report that the vast majority of these would also have been taken without the Directive. Furthermore, several airports indicated that the Directive had in fact made it harder for them to take action, because of the detailed regulations set out in its Annex 2.   Calculations show that the projected growth of the aviation sector is such that technical improvements to aircraft and policy measures at airports will not be able to prevent an increase in noise levels and the exposure of greater num-bers of people to this noise.   More detailed information is provided in the report. Most of the policy recom-mendations made were adopted in the communication of the Commission dated 15 February 2006 (COM(2008) 66 final). See also:    http://ec.europa.eu.]]></description>
			<pubDate>Fri, 18 Dec 2009 10:50:39 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Report on maritime transport and the environment for Latin America*]]></title>
			<link>http://www.ce.nl/publicatie/report_on_maritime_transport_and_the_environment_for_latin_america%2A/720</link>
			<guid>http://www.ce.nl/publicatie/report_on_maritime_transport_and_the_environment_for_latin_america%2A/720</guid>
			<description><![CDATA[Up to now, the contribution of the maritime sector to air quality problems in Latin America and Caribbean coastal cities has received little or no attention. Studies for the United States and Europe show that the contribution of this sector may however be significant. Given the persistence of air quality problems in Latin America, it appears worthwile to consider this sector in emission inventories and mitigation policies.

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[The Impacts of the Use of Different BenchmarkingMethodologies on the Initial Allocation of Emission Trading Scheme Permits to Airlines]]></title>
			<link>http://www.ce.nl/publicatie/the_impacts_of_the_use_of_different_benchmarking%3Cbr%3Emethodologies_on_the_initial_allocation_of_emission_trading%3Cbr%3E_scheme_permits_to_airlines/606</link>
			<guid>http://www.ce.nl/publicatie/the_impacts_of_the_use_of_different_benchmarking%3Cbr%3Emethodologies_on_the_initial_allocation_of_emission_trading%3Cbr%3E_scheme_permits_to_airlines/606</guid>
			<description><![CDATA[When aviation will be introduced in the EU ETS, airlines will receive some allowances for free, according to the European Commissions proposal. This report studies the impacts of the economic, environmental and distributional impacts of various carbon allowance allocation methodologies on different airline models. It focuses on benchmarking, but shortly discusses grandfathering and auctioning as well. A spreadsheet model was developed to calculate the emissions and allowances allocated under different benchmarks of ten generic aircraft operator types that represent a cross-section of airline business models. The study shows that an output-based benchmarking method is more consistent with encouraging environmental efficiency than other benchmarks. At the same time, the a benchmark based on RTK’s (revenue tonne kilometers) has relatively small distributional impacts. The study has been conducted by professor David S. Lee of Manchester Metropolitan University and CE Delft as a subcontractor, and was commissioned by the UK Department for Transport and the Environment Agency.

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Allocation of allowances for aviation in the EU ETS]]></title>
			<link>http://www.ce.nl/publicatie/allocation_of_allowances_for_aviation_in_the_eu_ets/575</link>
			<guid>http://www.ce.nl/publicatie/allocation_of_allowances_for_aviation_in_the_eu_ets/575</guid>
			<description><![CDATA[At the end of 2006, the European Commission put forward a proposal for inclusion of aviation emissions in the EU ETS. WWF UK asked CE Delft to study one particular aspect of this proposal, namely the initial allocation of allowances to aircraft operators. We have looked specifically at:The interaction between allocation method and the likelihood that costs of allowances are passed through.How the allocation method may affect emission reductions within the aviation sector.The impact of high levels of auctioning on the profitability of the aviation sector.One of the findings is, that in its current form, the Commission\'s proposal may give rise to \'opportunity benefits\', apart from the opportunity costs generally involved with emissions trading. The reason is that the proposal is based on updated benchmarking, during the years that are used for updating the benchmark, airlines may have an incentive to produce below their marginal costs, so to obtain more emission allowances for future periods.  
Based on the analysis of the likelihood that costs will be passed through to airline customers, the report concludes that if 100% of the allowances were to be auctioned, the impact on the profit margin of airlines would be minimal.  
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Greenhouse Gas Emissions for Shipping and Implementation for the Marine Fuel Sulphur Directive]]></title>
			<link>http://www.ce.nl/publicatie/greenhouse_gas_emissions_for_shipping_and_implementation_for_the_marine_fuel_sulphur_directive/513</link>
			<guid>http://www.ce.nl/publicatie/greenhouse_gas_emissions_for_shipping_and_implementation_for_the_marine_fuel_sulphur_directive/513</guid>
			<description><![CDATA[This report is a scoping study for greenhouse gas policy for maritime transport and it develops guidance for the implementation of the Marine Fuel Sulphur Directive. It comprises four sections that can be read independently.

On greenhouse gas policy, the report concludes that the most promising policy options to consider is extending ETS to maritime transport. If this turns out to be not feasible, the EC could consider differentiating harbour dues on the basis of an efficiency indicator or introducing a maximum limit value of such an indicator for ships calling at EU ports. The current IMO CO2 index is not considered to be a suitable efficiency indicator for these two latter options.

On implementation of the Marine Fuel Sulphur Directive, the report explores the different compliance options that ship operators have and the costs of each of these options. Special attention is given to exhaust gas cleaning systems, but as most of these technologies are not commercially available yet, conclusions have to be based on reports on technical trials. The report also explores the possibilities for States to enforce compliance with the directive. 

Section A contains guidance for the implementation of the Marine Fuel Sulphur Directive (2005/33/EC). Germanischer Lloyd is the main author of this section.
Section B describes the current experiences with the IMO CO2 index and provides recommendations for its use. MARINTEK is the main author of this section.
Section C is a technical report on sulphur abatement technologies. DNV is the main author of this section.
Section D develops and assesses policy options for the reduction of greenhouse gas emissions of shipping. This section has been written by CE Delft.

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Aviation and maritime transport in a post-2012 climate policy regime]]></title>
			<link>http://www.ce.nl/publicatie/aviation_and_maritime_transport_in_a_post-2012_climate_policy_regime/501</link>
			<guid>http://www.ce.nl/publicatie/aviation_and_maritime_transport_in_a_post-2012_climate_policy_regime/501</guid>
			<description><![CDATA[This study reports on possible ways to bypass the current deadlock in negotiations on international climate policies for aviation and maritime emissions. It concludes that a number of viable ways do indeed exist. 

The main line of reasoning that this report takes is that:In order to be acceptable to a large number of countries, commitments in any climate policy regime need to be differentiated with regard to economic development: rich countries should do more than poor countries.The Multi-Stage Approach is a good way to achieve intercountry differentiation: countries gradually take on more stringent commitments as their economies become more developed.The main economic benefit that countries derive from transport is their access to other economies. It is therefore logical to differentiate commitments on a route basis. All other types of differentiation would suffer from serious distortions of competitive markets, which would reduce the environmental effectiveness.This differentiation can be achieved either by allocating emissions to countries or by means of sectoral, open emissions trading with differentiated treatment of routes.Stacked policies and measures are a good way to balance the demands for global policy regimes for these global industries with the need for differentiation of commitments.
Ever since the emergence of a global climate policy regime,  incorporation of the greenhouse gas emissions of international transport has posed a problem. As a result, emissions from aviation and maritime transport have not been included in the targets under the Kyoto protocol. Instead, the protocol urges developed countries to reduce these emissions through the UN bodies ICAO and IMO. However, in the decade that has elapsed since the protocol was drafted, hardly any progress has been made.

Following the above line of reasoning, three viable routes for international climate policy regimes for international transport have been derived. First, a regime could be based on the current Kyoto architecture with allocation of responsibility to countries. Second, a sectoral approach could be applied. Third, regional policies could be designed such as to effectively reduce the greenhouse gas emissions of international transport without gravely distorting the competitive market. ]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Cost effectiveness of CO2 mitigation in transport]]></title>
			<link>http://www.ce.nl/publicatie/cost_effectiveness_of_co2_mitigation_in_transport/396</link>
			<guid>http://www.ce.nl/publicatie/cost_effectiveness_of_co2_mitigation_in_transport/396</guid>
			<description><![CDATA[The ECMT is currently writing a report on carbon emission reductions in the transport sector. To support this study, CE Delft was asked to write a background report on cost effectiveness of measures to reduce CO2 emissions in the transport sector. In this report, various technical mitigation options in the transport sector are analyzed: im-proved fuel economy of cars, biofuels and hydrogen. 

The report concludes that studies on this topic are not always in agreement. Several studies find that efficiency measures in the transport sector can be more cost effective than measures in other sectors, whereas other studies, for example a recent EEA report, disagree. Regarding biofuels, the report concludes that biomass use in power stations is more favourable from a cost effectiveness point of view. New biofuels are being developed that are expected to perform better. 

It is furthermore concluded that there are only very few studies available that address the issue of cost effectiveness of measures across sectors. Even data on the cost effectiveness of measures within the transport sector is scarce.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[The contribution of aviation to the economy]]></title>
			<link>http://www.ce.nl/publicatie/the_contribution_of_aviation_to_the_economy/360</link>
			<guid>http://www.ce.nl/publicatie/the_contribution_of_aviation_to_the_economy/360</guid>
			<description><![CDATA[Continued growth of environmental and spatial impacts in the vicinity of airports is largely justified on economic grounds. Substantial claims are made by the aviation industry concerning the contribution of air travel and transport to the economy and the associated employment benefits. In this study we have looked at three such studies and tested the arguments brought forward to underpin policy recommendations regarding airport expansion and flight restrictions. 
Our main conclusion is that each of three reports studies has significant flaws with important implications for policy makers:Strong conclusions are presented without formal cost-benefit analysisReports focus on total impact of aviation, where the additional or marginal impact from new developments should be the focal pointEmployment is not a good indicator for the sector’s contribution to the economy, because people would not become unemployed if aviation activity were to be limited. Budgets may well be spend elsewhere, leading to employment in other sectorsEmployment figures should not, in any case, be related to a county’s overall employmentReports often center (implicitly) around regional impact, where in most cases the impact at national level is more interesting from a policy makers perspective
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Giving wings to emission trading]]></title>
			<link>http://www.ce.nl/publicatie/giving_wings_to_emission_trading/334</link>
			<guid>http://www.ce.nl/publicatie/giving_wings_to_emission_trading/334</guid>
			<description><![CDATA[The study examines the feasibility of including international aviation in the EU Emissions Trading Scheme in order to mitigate the climate impacts of the sector by encouraging airlines to integrate reduction of those impacts into their business objectives. 

This study can be regarded as the third study commissioned by the European Commission on the use of economic instruments to mitigate the climate impacts of aviation. Previous studies have shown that introducing a tax on aviation fuel at the European level would give rise to considerable distortions in competition and may need amendment of bilateral air service agreements. En-route emission charges are also under consideration. The study published today complements the existing knowledge base by examining the consequences of including aviation in the EU Emissions Trading Scheme (ETS). 

The main conclusion of the study is that emissions trading is a policy option worthy of consideration alongside other instruments for tackling aviation climate impacts. Effects on ticket prices are expected to be relatively modest. The system can be designed to encompass non-European air carriers too, thereby minimising economic distortions among carriers. Introducing emissions trading for the aviation sector does not appear to pose many challenges beyond those already encountered in the context of the current EU ETS. 

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Environmental data and policy on non-road transport modes]]></title>
			<link>http://www.ce.nl/publicatie/environmental_data_and_policy_on_non-road_transport_modes/478</link>
			<guid>http://www.ce.nl/publicatie/environmental_data_and_policy_on_non-road_transport_modes/478</guid>
			<description><![CDATA[In transport and environment policy the prime focus is on road transport. However, as environmental legislation is taking effect, the share of road transport in pollutant emissions is declining (with CO2 emissions as an important exception). For non-road modes developments in emissions policy are generally lagging behind and data are relatively scarce (especially on shipping). In this context, EEA has asked CE Delft to write this working paper on the main non-road transport modes: aviation, shipping (both sea and inland) and rail. This paper gives an overview of the environmental performance of these modes, lists policies to improve this performance and maps barriers that prevent a steady improvement of the environmental performance.]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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