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    	<title>CE Delft - Verkeersemissies</title>
		<copyright>Copyright (c) 2012, CE Delft</copyright>
		<link>http://www.ce.nl/ce/rapporten/114/</link>
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		<language>nl</language>
		<description>CE Delft Rich Site Summary</description>
		<webMaster>webmaster@ce.nl (Webmaster)</webMaster>
		        
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			<title><![CDATA[Instruments to reduce pollutant emissions of the existing inland vessel fleet]]></title>
			<link>http://www.ce.nl/publicatie/instruments_to_reduce_pollutant_emissions_of_the_existing_inland_vessel_fleet/1209</link>
			<guid>http://www.ce.nl/publicatie/instruments_to_reduce_pollutant_emissions_of_the_existing_inland_vessel_fleet/1209</guid>
			<description><![CDATA[The Dutch Ministry of Innovation and Environment has teamed up with its German counterpart to organise an international workshop on the (air) pollutant emissions of the in-service inland shipping fleet. The discussion theme was the widening gap between the emissions of trucks and inland shipping. In preparation for the workshop, CE Delft drew up an input paper providing insight into the need for implementing measures in the current shipping fleet. The paper also discusses a number of policy instruments that can be used to reduce the emissions of this fleet. De following instruments are introduced and assessed: emission standards, environmental zoning, subsidies, emission charges, differentiated harbour dues and voluntary agreements. The paper concludes that while all these instruments have potential, implementation may be hampered by legal or economic constraints.]]></description>
			<pubDate>Tue, 27 Dec 2011 10:03:54 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Bus and coach transport for greening mobility]]></title>
			<link>http://www.ce.nl/publicatie/bus_and_coach_transport_for_greening_mobility/1195</link>
			<guid>http://www.ce.nl/publicatie/bus_and_coach_transport_for_greening_mobility/1195</guid>
			<description><![CDATA[Coach cars: a low carbon transport mode
On October 20th 2011, the 7th European Bus and Coach Forum took place in Kortrijk, Belgium, organised by the International Road transport Union (IRU). The subject of this conference was sustainable transport. Huib van Essen&amp;nbsp; gave the key-note speech of this conference and also contributed a paper. He pointed out that coach transport is relatively environmently friendly, compared to other modes of transport, but that it does not receive much attention from policy makers. In the 2011 White Paper on Transport from the European Commission, coach and bus transport are hardly mentioned, while the CO2 emissions of a journey by coach is as low as the same journey by electric intercity train. The paper also discusses options for further greening bus &amp;amp; coach transport as well as policy strategies for increasing the share of these collective passenger transport modes.]]></description>
			<pubDate>Fri, 04 Nov 2011 09:01:26 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[STREAM International Freight 2011]]></title>
			<link>http://www.ce.nl/publicatie/stream_international_freight_2011/1174</link>
			<guid>http://www.ce.nl/publicatie/stream_international_freight_2011/1174</guid>
			<description><![CDATA[This study is an update of the original STREAM study published in 2008. It provides a comprehensive review of vehicle-based freight transport emissions per tonne-kilometre for the various market segments of international freight carriage. The report also compares tonne-kilometre emissions based on average vehicle technology (average age) and average load factors in various scenarios, including substantial modal shifts in the coming decade. In the calculations due allowance has been made for upstream and downstream transport. 

The scale of transport is of crucial importance for emissions. In addition, load factors and other logistical issues also play a key role. Which mode of transport is &amp;lsquo;greenest&amp;rsquo; differs from situation to situation, depending on the type of emissions considered. Electric rail transport remains a very clean and efficient form of transport.

The main focus of the study was on emissions of the greenhouse gas carbon dioxide (CO2) and air pollutants like particulates (PM) and oxides of nitrogen (NOx) and sulphur (SOx). 
The study was carried out on a commission from the Dutch Ministry of Infrastructure and the Environment.]]></description>
			<pubDate>Thu, 04 Aug 2011 14:31:37 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[MRA: en route to energy neutrality]]></title>
			<link>http://www.ce.nl/publicatie/mra%3A_en_route_to_energy_neutrality/1175</link>
			<guid>http://www.ce.nl/publicatie/mra%3A_en_route_to_energy_neutrality/1175</guid>
			<description><![CDATA[The Amsterdam Metropolitan Region (MRA) is a platform of local and regional authorities in the northern part of the Dutch coastal conurbation comprising 36 local authorities, the city region of Amsterdam and the provincial executives of Noord-Holland and Flevoland. MRA has announced the joint pledge of becoming &amp;ldquo;energy-neutral&amp;rdquo; as a region by the year 2040: by then, the region&amp;rsquo;s entire energy consumption is to be sustainably generated within the same region. The Route Map drawn up by MRA describes how these aspirations are to be achieved.

To this end, current energy consumption patterns were first quantified. The options for energy conservation and renewable energy generation was then assessed and ranked in order of cost-effectiveness, with economic and employment impacts also being duly considered. If the aspirations are indeed realised, ultimate cost savings on fossil-based energy in the region will amount to some three billion Euro annually. 

While these aspirations are certainly feasible, the platform has made it clear that major efforts will be required. One key element is to ensure there is sufficient support among both citizens and the business community. The Route Map sets out the steps that need to be taken in the short as well as longer term and the parties that will need to be involved. The focus is on elements on which collaboration under the MRA umbrella will have distinct added value or is even essential. The Route Map also includes a joint agenda for lobbying both the national government and the EU. A number of iconic projects are furthermore described, designed to provide tangible evidence of the value of collaboration to society at large.]]></description>
			<pubDate>Thu, 18 Aug 2011 11:59:06 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Road transport fuelsCharacteristics and perspectives - Factsheets]]></title>
			<link>http://www.ce.nl/publicatie/road_transport_fuels%3Cbr%3Echaracteristics_and_perspectives_-_factsheets/1168</link>
			<guid>http://www.ce.nl/publicatie/road_transport_fuels%3Cbr%3Echaracteristics_and_perspectives_-_factsheets/1168</guid>
			<description><![CDATA[TNO and CE Delft have prepared a series of factsheets on road transport fuels for the Dutch Ministry of Infrastructure and Environment. Cars running on green gas, electric vehicles, hydrogen fuel: today we see various novel configurations emerging. These have been analysed alongside &amp;lsquo;regular&amp;rsquo; petrol and diesel, providing (national, regional and local) policymakers and fleet operators a comprehensive summary of the current state of the art.

For each fuel, the factsheets review the main characteristics of alternative fuels and engines. The following topics are covered:

    Use of the fuel in road vehicles
    Air pollution compared with existing fuels
    Greenhouse gas emissions and energy consumption
    Distribution and filling/loading infrastructure
    Costs and fiscal aspects
    Development phase.
]]></description>
			<pubDate>Tue, 05 Jul 2011 09:46:05 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Air quality in Drenthe]]></title>
			<link>http://www.ce.nl/publicatie/air_quality_in_drenthe/1200</link>
			<guid>http://www.ce.nl/publicatie/air_quality_in_drenthe/1200</guid>
			<description><![CDATA[The Dutch province of Drenthe has a Provincial Air Quality Action Plan in place &amp;nbsp;that runs to the end of 2012. For the following period the underlying information has now been updated.&amp;nbsp;

Drenthe has no air quality problems to speak of and does not therefore participate in the National Cooperative Air Quality Programme. (The same holds for the provinces of Groningen, Friesland and Zeeland.) In Drenthe the background concentrations of both NO2 and PM10 for the years 2010, 2015 and 2020 are only around half the annual mean limit of 40 &amp;mu;g/m3. &amp;nbsp;It may therefore be concluded that the air quality limits are not presently being exceeded along roads (both primary and secondary), nor will they do so in the foreseeable future.&amp;nbsp;

In the 2006 Background Document it was concluded that nowhere in Drenthe does industrial activity lead to standards exceedance. New information and understanding provide no grounds for altering that conclusion.&amp;nbsp;

In the old peat extraction areas in the province soils have dried out, becoming susceptible to drift because of their sandiness and relatively low organic matter content (humus to bind the sand). However, there are no grounds for presuming that levels of wind-blown soil/dust will become any higher in the future than indicated by current models.&amp;nbsp;

In the 2009-2012 Air Quality Action Plan the Provincial Executive expressed a desire for further study on the potential regional health impacts of &amp;nbsp;airborne pesticides. Such a study was carried out based on the current literature, with the following results. There is minimal exposure to airborne pesticides in Drenthe. For the province&amp;rsquo;s ambition to comply with legislative standards, the provisions currently in place for limiting pesticide risks provide sufficient basis for adequate citizen protection.

In this province there is only limited stench nuisance. While there are several industries that have received extra focus because of stench complaints in the past, in general these industries cause no substantial problems.]]></description>
			<pubDate>Fri, 18 Nov 2011 11:42:00 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Impact of Electric Vehicles]]></title>
			<link>http://www.ce.nl/publicatie/impact_of_electric_vehicles/1153</link>
			<guid>http://www.ce.nl/publicatie/impact_of_electric_vehicles/1153</guid>
			<description><![CDATA[Electric Vehicles are a promising technology for drastically reducing the environmental burden of road transport. At the same time, the Electric Vehicles that are being developed are not yet competitive with conventional vehicle technology and there are many uncertainties regarding costs, performance and interaction with electricity supply.

Within this context the European Commission DG Climate Action has commissioned a project to provide it with technical assistance in understanding the impacts of a potential market penetration of electric vehicles in the EU. The project was carried out by a consortium led by CE Delft (the Netherlands), with ICF (USA) and Ecologic (Germany) as partners. The study covers both the transport sector and the electricity sector. The results of the project are presented in the following reports:&amp;nbsp;

    Current status of Electric Vehicle development and market introduction (Deliverable 1).
    Potential developments of electric vehicles and battery technology&amp;nbsp; (Deliverable 2).
    Potential interactions with the electricity supply (Deliverable 3).
    Potential role of business models and fiscal policy (Deliverable 4).
    Scenario study on market penetration of Electric Vehicles and resulting impacts on for example the transport sector, electricity sector and the environment, including an assessment of policy implications &amp;amp; recommendations (Deliverable 5).
    Summary report on all deliverables.
]]></description>
			<pubDate>Tue, 30 Aug 2011 10:28:39 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Update on environmental effects of differentiated parking tariffs]]></title>
			<link>http://www.ce.nl/publicatie/update_on_environmental_effects_of_differentiated_parking_tariffs/1147</link>
			<guid>http://www.ce.nl/publicatie/update_on_environmental_effects_of_differentiated_parking_tariffs/1147</guid>
			<description><![CDATA[At the request of the Dutch Ministry of Infrastructure and Environment CE Delft has investigated the environmental effects of differentiated parking tariffs. The study is an update of an earlier study carried out by CE Delft in 2006 on the environmental effects of such a measure. Such an update was required to gain more insight into the usefulness and necessity of pilot legislation enabling a limited number of local authorities to experiment with differentiated parking tariffs. Under current legislation, authorities are not permitted to implement this kind of scheme. 

The scenario for differentiated parking tariffs examined in this study leads to a reduction in the PM10 and NOx emissions of the parking vehicles of 3-7% and 2-6%, respectively, leading to a reduction in town-centre PM10 and NOx emissions of 1-2% and 0.5-1%. Local authorities can boost the effectiveness of differentiated parking tariffs by providing efficient public transport infrastructure, cycling provisions and &amp;lsquo;transferiums&amp;rsquo;, or by combining the measure with other (local) measures such as local road tolls or inner-city &amp;lsquo;green zones&amp;rsquo;. Another option to increase the effectiveness is to extend the area where paid parking is in force, thus to capture more vehicles under the scheme.]]></description>
			<pubDate>Wed, 04 May 2011 10:58:40 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Impact of biofuels on air pollutant emissions from road vehicles - Phase 2 ]]></title>
			<link>http://www.ce.nl/publicatie/impact_of_biofuels_on_air_pollutant_emissions_from_road_vehicles_-_phase_2_/1121</link>
			<guid>http://www.ce.nl/publicatie/impact_of_biofuels_on_air_pollutant_emissions_from_road_vehicles_-_phase_2_/1121</guid>
			<description><![CDATA[Biofuels are a key element of the policy drive to improve transport sustainability and reduce this sector&amp;rsquo;s CO2 emissions. In the Netherlands an average of 4% biofuels are currently blended into petrol and diesel, a percentage set to rise in the coming years.

As part of the country&amp;rsquo;s Policy-oriented Research Programme on Atmosphere and Climate (BOLK) initiated by the (former) Environment ministry VROM, TNO and CE Delft investigated the extent to which this programme will affect the air-pollutant emissions of Dutch road traffic in 2020. To that end&amp;nbsp;scenarios were first elaborated for the biofuel mix in that year, thereby varying the constituent shares of the various types of biofuels and including a range of potential blends. An extensive literature study was then carried out on the impact of the respective blends on the NOx and PM10 emissions of the various vehicle categories. The results to emerge were then used to estimate the impacts under the respective scenarios for 2020.

This study indicates that the impact on national NOx and PM10 emissions will be minimal, reducing them by 0-2% and 0.1-0.5%, respectively. An issue that still needs to be addressed, however, concerns the higher biodiesel blends (B30, B100), as the impacts of these on Euro V and VI vehicles, in particular, are still unclear. From the perspective of air quality, biofuels that &amp;lsquo;count double&amp;rsquo; are to be recommended because these reduce the need for high-percentage blends.]]></description>
			<pubDate>Wed, 12 Jan 2011 09:33:42 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Gas-powered driving and sailing - The cost and environmental impact of natural gas and green gas as transport fuels]]></title>
			<link>http://www.ce.nl/publicatie/gas-powered_driving_and_sailing_-_the_cost_and_environmental_impact_of_natural_gas_and_green_gas_as_transport_fuels/1052</link>
			<guid>http://www.ce.nl/publicatie/gas-powered_driving_and_sailing_-_the_cost_and_environmental_impact_of_natural_gas_and_green_gas_as_transport_fuels/1052</guid>
			<description><![CDATA[In recent years a number of new gaseous fuels have emerged for road vehicles and ships: compressed natural gas (CNG), liquefied natural gas (LNG) and biogas from a variety of sources including manure digestion and landfill gas (bio-CNG or bio-LNG). CE Delft has investigated the costs and environmental impact of these uses of gas, and compared them with those of conventional diesel and the &amp;lsquo;regular&amp;rsquo; biofuels&amp;nbsp; biodiesel and bio-ethanol. 

The CO2 emissions of the green gas routes are substantially lower than for diesel (an 80-90% reduction). The natural gas routes can also reduce CO2 emissions (by 15-35%), but this depends very much on where the natural gas is sourced. The green gas applications lead to considerably lower CO2 emissions than biodiesel and wheat-based bio-ethanol. In all cases, air pollutant emissions are also considerably lower.
The basic costs of driving and sailing on these fuels (i.e. exclusive of charges and taxes) are generally substantially higher than in the case of diesel, but in certain applications may be similar to or lower than for liquid biofuels.
The study was commissioned by the New Gas Platform, part of the Netherlands&amp;rsquo; Energy Transition.]]></description>
			<pubDate>Thu, 03 Mar 2011 17:30:52 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Speed limiters for vans in Europe]]></title>
			<link>http://www.ce.nl/publicatie/speed_limiters_for_vans_in_europe/1046</link>
			<guid>http://www.ce.nl/publicatie/speed_limiters_for_vans_in_europe/1046</guid>
			<description><![CDATA[This study investigates the impact on CO2 emissions and traffic safety of introducing mandatory speed limiters on European vans. The results show that if the entire European fleet were thus equipped, with limiters set at 110 or 100 km/h, this would lead to respective fuel savings of 4 and 7% for these vehicles. Between 110 and 190 fewer fatal casualties are also anticipated annually, with most of this reduction on motorways. The study also shows that introducing speed limiters on new vans involves no significant costs. 

The study was carried out by CE Delft for Transport &amp;amp; Environment (T&amp;amp;E) in response to the European Commission&amp;rsquo;s planned legislation on van CO2 emissions.]]></description>
			<pubDate>Mon, 31 May 2010 09:38:06 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Working together towards green urban distribution ]]></title>
			<link>http://www.ce.nl/publicatie/working_together_towards_green_urban_distribution_/1055</link>
			<guid>http://www.ce.nl/publicatie/working_together_towards_green_urban_distribution_/1055</guid>
			<description><![CDATA[Green urban distribution systems are seen by many entrepreneurs and government agencies as a promising solution for a range of problems. This is the abstract picture that emerges from this new exploration of the opportunities and obstacles in the field of urban distribution.

Green urban distribution holds promise if it can be embedded in existing or relatively logical distribution lines. In market terms the creation of entirely new lines, possibly combined with roll-out of new infrastructure or entirely novel distribution concepts, is less promising. The reasons for this are varied in nature, but can be summed up in three terms: policy issues, communication and infrastructure.

The obstacles identified immediately beg the question: What can be done? The first thing that needs to be done is to elaborate dedicated policies addressing a number of key issues, which means combining the know-how and resources available in various tiers and agencies of government, at the same time forging alliances with the key partners in the field, i.e. producers, retailers, distributors and so on.
The conclusions in brief:&amp;nbsp;&amp;nbsp;

    Although harder to implement, novel concepts are more promising.
    Entrepreneurs and government differ in their expectations.
    In many municipalities no policy framework exists.
    Where there is a policy framework (in Utrecht and, recently, Amsterdam) the initiatives dovetail better with policy and vice versa.
    Transparency and clarity on subsidies is desirable.
    Enforcement of environmental zones and so on is essential.
    Cooperation among all parties is also essential.

The recommendations for entrepreneurs in brief:

    Start by doing what you&amp;rsquo;re good at.
    Examine whether your concept really offers &amp;lsquo;added value&amp;rsquo; for society as a whole.
    Select the municipality where your concept can be dovetailed in and will be supported.
    Seek collaboration with other entrepreneurs, and involve retailers and street managers.
    Communicate your plans transparently, certainly in terms of planning.

The recommendations for (local) government in brief:

    Listen hard and learn from the initiatives.
    Create frameworks within which initiatives can develop.
    Examine whether the initiatives contribute to achieving the policy targets.
    Show what is going on in your municipality and what the benefits are.
    Waste no time in deciding whether you wish to and are able to support particular initiatives and communicate your choice clearly.
]]></description>
			<pubDate>Tue, 15 Jun 2010 09:22:51 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Options for clean and efficient transport]]></title>
			<link>http://www.ce.nl/publicatie/options_for_clean_and_efficient_transport/1019</link>
			<guid>http://www.ce.nl/publicatie/options_for_clean_and_efficient_transport/1019</guid>
			<description><![CDATA[For policy reviews of the revised European NEC Directive and the Gothenburg Protocol and the Dutch government&amp;rsquo;s climate change programme &amp;lsquo;Clean and Efficient&amp;rsquo;, the Netherlands Environmental Assessment Agency commissioned CE Delft to update the existing option documents for transport emissions reduction for the year 2020. In the ensuing study the following options were elaborated in the form of factsheets.

CO2:

    Road pricing for passenger cars and light goods vehicles
    Speed limit reduction on motorways
    CO2 differentiation in company car tax charge
    Lowering of tax-free rebate for business travel
    Car scrappage premium on purchase of efficient vehicle
    Lowering of excise duty on motor fuels
    Speed limiters on light goods vehicles
    More efficient tyres
    CO2 standards for heavy goods vehicles
    Hybrid buses
    Emissions trading scheme for fuels
    Kerosene duty for European air flights

NOx:

    Road pricing for freight vehicles
    Incentives for Euro 6 heavy goods vehicles
    Incentives for Euro 6 passenger cars
    Increase in road vehicle diesel duty
    Car scrappage premium for old vehicles
    NOx charge for inland shipping + subsidy
    Quayside power for inland shipping
    Incentive scheme for particle filters for inland shipping
    Tier III for fisheries
    Quayside power for seagoing vessels
    Differentiation in marine port dues based on NOx performance
    LTO differentiation based on NOx performance
]]></description>
			<pubDate>Tue, 16 Mar 2010 11:32:18 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Green Power for Electric Cars]]></title>
			<link>http://www.ce.nl/publicatie/green_power_for_electric_cars/1011</link>
			<guid>http://www.ce.nl/publicatie/green_power_for_electric_cars/1011</guid>
			<description><![CDATA[Contrary to the trends in most other sectors, greenhouse gas emissions of the transport
sector are still increasing, and are predicted to grow further in the coming years, at current
policies. As there is no simple solution to the challenge of achieving significant CO2
reductions in transport, it has become clear that a large range of efficient and effective CO2
reduction measures will have to be taken.

In the coming decades, electric and plug-in hybrid vehicles could play a significant role in
this move towards sustainable transport. If these vehicles run on renewable electricity, they
could substantially cut CO2 emissions and improve local air quality.
Electric vehicles might even help to make the electricity sector more sustainable, if the
batteries in the vehicles could be used to manage the variable output of an increasing share
of wind and solar-based power generation. However, the extent to which these advantages
can be harvested under current policies is open to question.

T&amp;amp;E, Friends of the Earth Europe and Greenpeace European Unit have therefore jointly
commissioned this study to look into how the full potential of electric cars can be realised.
The study aims to analyse the potential impact of the electrification of road transport on EU
power production and to develop policy recommendations to ensure that this development
will lead to the growth of renewable electricity in Europe.]]></description>
			<pubDate>Tue, 16 Mar 2010 11:33:46 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Environmental impacts of international shipping: a case study of the Port of Rotterdam]]></title>
			<link>http://www.ce.nl/publicatie/environmental_impacts_of_international_shipping%3A_a_case_study_of_the_port_of_rotterdam/1036</link>
			<guid>http://www.ce.nl/publicatie/environmental_impacts_of_international_shipping%3A_a_case_study_of_the_port_of_rotterdam/1036</guid>
			<description><![CDATA[As part of the project Environmental Impacts of International Shipping: the role of ports, CE Delft made this case study that focuses on the way the port of Rotterdam and the Dutch authorities address the environmental impacts of the port and its interactions with the hinterlands.]]></description>
			<pubDate>Fri, 23 Apr 2010 10:35:22 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Why slower is better]]></title>
			<link>http://www.ce.nl/publicatie/why_slower_is_better/948</link>
			<guid>http://www.ce.nl/publicatie/why_slower_is_better/948</guid>
			<description><![CDATA[Lower maximum motorway speed helps reduce CO2 emissions 

Driving at lower speeds is better for the climate. In a pilot study CE Delft has estimated the potential CO2 savings arising in various scenarios with tighter motorway speed limits. Lowering the speed limit for cars to 80 km/h can reduce transport CO2 emissions on highways by 30% in the longer term.

Short- and long-term CO2 emission cuts as a share of total motorway CO2 emissions by cars in various scenarios









Everywhere 100, 90 or 80 means that all highway speed limits that are higher than 100, 90 or 80 are reduced to 100, 90 or 80. Lower speed limits remain the same.

The maximum long-term CO2 reduction was estimated to be 2.8 Mt for passenger cars and a further 0.2 Mt for vans. In the case of cars, this means a 30% reduction in motorway emissions. This maximum reduction is achieved with a uniform speed limit of 80 km/h, with strict enforcement thereof. Less drastic tightening of speed limits means more modest emission cuts, but depending on the scenario still leads to a 8 to 21% reduction in motorway car emissions.

It is common knowledge that, on average, vehicles burn less fuel per kilometre at lower speeds. 

Relationship between vehicle speed (km/h) and CO2 emission (gram/km) at constant speed
 
Source: TNO data, adapted by CE Delft.

From private car to public transport
Less widely realised is the fact that, because of the longer travel times resulting, lowering motorway speed limits will also lead to less car-kilometres being driven and a certain shift from private car to public transport. 

In the long term the CO2 savings resulting from the reduction in car-kilometres will become increasingly pronounced, as structural behavioural change sets in (people moving closer to their workplace, shops relocating closer to consumers, etc.). 

Reduced CO2 emissions are just one of the benefits of lowering speed limits. There will also be improvements in terms of air pollution, noise nuisance and possibly congestion and traffic safety, too. Lowering motorway speed limits also has its downside, though. On average, people will be on the road for longer for a given journey and their annual mileage will be lower. From the perspective of economic welfare, both the lower speed and the reduced volume of traffic count as costs. A follow-up study on the social costs and benefits would enable calculation of &amp;lsquo;optimal&amp;rsquo; speed limits.

Social costs and benefits of lower motorway speed limits
                  


]]></description>
			<pubDate>Thu, 22 Apr 2010 13:32:42 +0200</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[Measures to address particulate emissions in the Zeeland construction and demolition industry]]></title>
			<link>http://www.ce.nl/publicatie/measures_to_address_particulate_emissions_in_the_zeeland_construction_and_demolition_industry/962</link>
			<guid>http://www.ce.nl/publicatie/measures_to_address_particulate_emissions_in_the_zeeland_construction_and_demolition_industry/962</guid>
			<description><![CDATA[The construction and demolition industry is a source of particulate emissions that is often forgotten. Because these activities are often in highly built-up areas, citizens may suffer not only nuisance but also health damage. The main causes are particulate emissions from diesel engine exhausts, emissions of resuspended particles, and a variety of process-specific emissions, including particulate emissions from drilling, cutting and welding.

A range of measures have already been taken, wholly or in part, to reduce the particulate emissions associated with construction work. Effective at-source measures include a switch to clean fuels, use of diesel engines with particulate filters and paving the most frequently used routes on construction sites to prevent particle resuspension. If particulate emissions are unavoidable the strategy should be to limit their dispersion to a minimum, by spraying surfaces with water, for example, or by extracting airborne particulates using ventilation plant with a suitable filter.

The Building Decree and local building regulations grant local authorities the power to demand measures to limit these emissions. They can prescribe use of a particular fuel or electrically powered equipment, for example. There is therefore already plenty of scope for action to tackle the particulate emissions associated with construction and demolition. Which measures are most effective will depend on the specific situation, and an understanding of the actual pattern of emissions can inform choices as to which measures deserve priority.]]></description>
			<pubDate>Fri, 28 Aug 2009 11:54:07 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Are trucks taking their toll?]]></title>
			<link>http://www.ce.nl/publicatie/are_trucks_taking_their_toll/874</link>
			<guid>http://www.ce.nl/publicatie/are_trucks_taking_their_toll/874</guid>
			<description><![CDATA[At the request of Transport &amp;amp; Environment (www.transportenvironment.org) CE Delft has assessed how much heavy goods vehicles contribute to environmental pollution, traffic accidents and congestion. The motive for T&amp;amp;E asking CE Delft to conduct this study is that the former organisation wants to use the findings as input for discussions on the EU dossier on the Eurovignette. The outcome of this legislative process will determine which external costs may be passed on in future road toll tariffs.

The report considers the following:
- volume trends
- CO2 emissions
- air-polluting emissions and air quality
- safety
- noise
- congestion.]]></description>
			<pubDate>Tue, 01 Mar 2011 15:20:58 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Reduced emissions through investments in infrastructure]]></title>
			<link>http://www.ce.nl/publicatie/reduced_emissions_through_investments_in_infrastructure/907</link>
			<guid>http://www.ce.nl/publicatie/reduced_emissions_through_investments_in_infrastructure/907</guid>
			<description><![CDATA[Besides technological innovations in the realm of vehicles and fuels, modifications to infrastructure can also provide a route to securing climate targets. To improve understanding of the potential of such measures, CE Delft was asked to carry out an exploratory study by the Royal Dutch Transport Federation (KNV) in collaboration with VolkerWessels and with financial support from the Dutch Ministry of Transport, Public Works and Water Management.

The study provides insight into infrastructure measures that can help reduce transport CO2 emissions. All in all, almost thirty measures were investigated, in the following categories: 
- measures to improve traffic flow 
- measures to promote modal shift 
- measures to reduce vehicle energy consumption 
- other measures 

Six measures were examined in more detail to asses the degree to which they can help reduce transport CO2 emissions. The potential reductions to be achieved with these measures are limited. The greatest opportunities are in the realm of cycling infrastructure and power generation on transport infrastructure. Infrastructure measures to improve traffic flow prove to be ineffective in reducing CO2 emissions.]]></description>
			<pubDate>Fri, 27 Mar 2009 11:01:03 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[More sustainable leasing]]></title>
			<link>http://www.ce.nl/publicatie/more_sustainable_leasing/908</link>
			<guid>http://www.ce.nl/publicatie/more_sustainable_leasing/908</guid>
			<description><![CDATA[By making their lease car fleets more sustainable, employers can save themselves thousands of Euros a year. This is one of the findings of this study, carried out for Athlon Car Lease. This company is keen to offer its customers mobility solutions that save them time and money, reduce CO2 emissions and possibly help reduce congestion. To this end it has drawn up a &amp;lsquo;Sustainable Mobility Plan&amp;rsquo;, comprising measures like working from home, a &amp;lsquo;Business Card&amp;rsquo; for the national rail grid, fuel-efficient cars, alternative fuels and electric vehicles. To underpin this plan, CE Delft has estimated the CO2 cuts and costs of these measures.
&amp;nbsp;
The results show that these measures indeed reduce CO2 emissions, with most also leading to cost savings. By working at home one day per week, for instance, the average lease car driver can save an average of 2,300 Euro a year and cut his or her CO2 emissions by 5%. The effects of the package of measures were then calculated for the entire vehicle fleet. This showed that the CO2 emissions of the fleet can be reduced by one-quarter, at the same time saving around 1,500 Euro per leased vehicle.]]></description>
			<pubDate>Fri, 04 Dec 2009 10:15:08 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Environmental and cost impacts of environmental zoning for cars]]></title>
			<link>http://www.ce.nl/publicatie/environmental_and_cost_impacts_of_environmental_zoning_for_cars/862</link>
			<guid>http://www.ce.nl/publicatie/environmental_and_cost_impacts_of_environmental_zoning_for_cars/862</guid>
			<description><![CDATA[Many Dutch towns and cities are grappling with recurrent breaches of air quality standards. One of the options available to local authorities to address these issues is to introduce environmental zoning for private cars, with especially polluting vehicles being banned from a particular area. In this joint study by Goudappel Coffeng and CE Delft, the costs and benefits of this kind of 
environmental zoning scheme for cars are calculated. The study was commissioned by the national Information and Technology Centre for Transport and Infrastructure, CROW, under the SOLVE programme, and by the environment ministry, VROM. 

The first step of the study was to estimate how owners of ‘excluded’ cars would respond to environmental zoning. On this basis the costs to private citizens and the local authority were then estimated. Using traffic models, effects on air quality were then determined. The study shows that environmental zoning for this category of vehicles can be an effective means of improving urban air quality. How effective, depends on the admission criteria employed: the more stringent these are, the greater will be the impact. The costs to citizens will then also rise considerably, however. 
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[CO2 cuts resulting from implementation of Amsterdam's air quality plan]]></title>
			<link>http://www.ce.nl/publicatie/co2_cuts_resulting_from_implementation_of_amsterdams_air_quality_plan/905</link>
			<guid>http://www.ce.nl/publicatie/co2_cuts_resulting_from_implementation_of_amsterdams_air_quality_plan/905</guid>
			<description><![CDATA[Amsterdam has set itself the objective of reducing the city&amp;rsquo;s CO2 emissions by 40% relative to 1990 in the year 2025. In addition, the city has drawn up a list of fifty measures that are to be implemented so air quality standards can be met. The Amsterdam municipal authority has asked CE Delft to perform a &amp;lsquo;quick scan&amp;rsquo; of the CO2 savings likely to result from implementing the air quality plan. A second question as to the impact of the generic national and international policies currently under development on the CO2 emissions of the transport sector was also answered.
&amp;nbsp;
To this end a shortlist of measures from the air quality plan was drawn up, using the following criteria to exclude certain measures:

    No inclusion of measures addressing local air pollution hotspots
    No inclusion of recently announced studies

For the generic measures it was next investigated whether these impinge on the following criteria for CO2 emissions reduction:

    Volume reduction
    Reduced fuel consumption
    Use of biofuels
]]></description>
			<pubDate>Tue, 08 Mar 2011 11:43:41 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Social impact of air pollution reduction]]></title>
			<link>http://www.ce.nl/publicatie/social_impact_of_air_pollution_reduction/864</link>
			<guid>http://www.ce.nl/publicatie/social_impact_of_air_pollution_reduction/864</guid>
			<description><![CDATA[The NEC directive, an EU directive laying down emission ceilings for a range of air pollutants for all member states, is about to be amended. This report describes the results of a social cost-benefit analysis (SCBA) of possible new NEC targets for 2020, making due allowance for the impact of an intensification of Dutch climate policy on emissions of NEC pollutants. Policies already scheduled for implementation were included in a &iuml;&iquest;&frac12;zero variant&iuml;&iquest;&frac12;. The study is to serve as part of the input for establishing the Dutch position in negotiations within the EU on the level of the emission ceilings.   The net present value of all impacts to which a price was assigned amounts to around minus 1.7 billion Euro. In the &iuml;&iquest;&frac12;project variant&iuml;&iquest;&frac12; the net present value of the external effects was calculated as 5.2 billion Euro (with benefits to nature being taken along as an as yet unvalued item). The main factor on the benefit side was reduced mortality due to exposure to airborne particulates. This  involves both primary and secondary particles, implying that these benefits also depend on cuts in NH3, NOx and SO2 emissions.  Chronic bronchitis and days of illness (hours/days lost at work) due to exposure to particulates also play a significant role in the SCBA. The other effects contribute only marginally to the analysis results.  A comparison of the discounted costs with the benefits shows that a tightening of NEC targets is an efficient form of policy, with the benefits of 3.5 billion Euro clearly well in excess of the costs. This conclusion remains valid even if a lower value (than is customary) is assigned to the health effects of improved air quality. The benefits will be even greater (their monetary value will be even more positive) if impacts on nature and ecosystems are also included in the equation. In a tentative analysis we show that in this study benefits to nature may amount to as much as 20% of the health benefits.   The costs of tightening the NEC targets are borne by the various sectors, but appear to be affordable to society as a whole. Ultimately, most of the costs will be passed on to private citizens. The benefits of the NEC targets accrue to all citizens benefiting from cleaner air. In the Netherlands the benefits arise largely through measures to concurrently reduce the NH3 and primary particulate emissions of Dutch agriculture and measures taken in neighbouring countries to cut particulate emissions.]]></description>
			<pubDate>Tue, 08 Mar 2011 11:46:57 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[The cost and effectiveness of public policy measures]]></title>
			<link>http://www.ce.nl/publicatie/the_cost_and_effectiveness_of_public_policy_measures/955</link>
			<guid>http://www.ce.nl/publicatie/the_cost_and_effectiveness_of_public_policy_measures/955</guid>
			<description><![CDATA[The Netherlands Court of Audit recently published a study on the effectiveness of Dutch policies geared to sustainable mobility. As part of this study CE Delft estimated the efficacy and cost-effectiveness of standing Dutch policy to reduce road vehicle CO2 and air pollutant emissions. 

For each of these policies, as relevant, the annual cuts in CO2, NOx and particulate emissions as well as the associated costs were estimated for the years 2007 and 2010. As far as was possible, the analysis was carried out on the basis of published ex-post reviews, supplemented where necessary with in-house expertise. 

The results shows that the greatest CO2 emission cuts are to be achieved by means of biofuels and a more efficient driving style (as promoted by the government under its &amp;lsquo;New Driving&amp;rsquo; programme). With both policies there is considerable uncertainty about the precise CO2 reductions actually achieved, though. Incentives for buying fuel-efficient vehicles lead to only limited cuts in these emissions. Incentive packages for Euro 4 and 5 heavy-duty vehicles have led to a reduction of both NOx and particulate emissions as well as a (limited) decrease in CO2 emissions. The subsidy on PM filters has contributed more to controlling particulate emissions, but has had no impact on NOx emissions.&amp;nbsp; 

After completion of this report, new data on the extra fuel consumption of vehicles fitted with PM filters were published and a short supplement was therefore written in which the results for two incentive schemes for these filters were recalculated.]]></description>
			<pubDate>Fri, 28 Aug 2009 09:48:01 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[DHL naturally]]></title>
			<link>http://www.ce.nl/publicatie/dhl_naturally/866</link>
			<guid>http://www.ce.nl/publicatie/dhl_naturally/866</guid>
			<description><![CDATA[Since 2001 DHL Express Benelux has been a firm advocate of reducing the environmental burden of its activities within economic constraints, with the aim of improving performance vis-&amp;agrave;-vis local environmental quality and sustainability.   This study provides insight into the environmental burden of the Benelux operations of DHL Express and examines the basic conditions that need to be met for monitoring the firm&amp;rsquo;s changing environmental burden over time. In addition, the savings potential of various scenarios were analysed, focusing among other things on natural gas, biogas, Euro 5/EEV, tailpipe particle filters, hybrid vehicles and longer and heavier trucks.   With respect to air quality improvement, there proves to be scope for reducing NOx and PM10 emissions significantly. There is less technological potential for cutting CO2 emissions.  On the basis of this report the company will be making further strategic choices, to be included in its follow-up environmental strategy, &amp;lsquo;DHL Naturally&amp;rsquo;.]]></description>
			<pubDate>Fri, 04 Dec 2009 14:23:32 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Air quality impact of measures under the Apeldoorn Energy and Climate programme]]></title>
			<link>http://www.ce.nl/publicatie/air_quality_impact_of_measures_under_the_apeldoorn_energy_and_climate_programme/867</link>
			<guid>http://www.ce.nl/publicatie/air_quality_impact_of_measures_under_the_apeldoorn_energy_and_climate_programme/867</guid>
			<description><![CDATA[CE Delft was commissioned by the municipality of Apeldoorn to review whether the latter’s current energy policy has an impact on local air quality and, if so, what that impact is. In addition, Apeldoorn wanted to know whether the restructuring of the North Canal industrial area and construction of biomass-fired generation capacity are of influence on air quality.

Most of the measures assessed relate to energy conservation and the use of renewable energy sources, both of which have a favourable impact on nitrogen oxide emissions and thus on ambient NO2 concentrations. This holds on both a local and national scale. The resultant decrease in NO2 levels will not be particularly great, however, because the main sources of NO2 are traffic and industry. These measures have no effect on airborne particulates. Burning wood (alone or with other fuels), particularly in wood stoves and open fireplaces, will lead to an increase in particulate emissions and related pollutants like polycyclic aromatic hydrocarbons (PAH). Increased use of wood stoves and open fireplaces will therefore have an adverse impact on air quality and public health.

Restructuring of the North Canal industrial estate will likewise impact negatively on air quality because of increased road traffic. Given the large size of the area, though, no major problems are to be anticipated. An analysis of the air quality impact of construction and operation of biomass-fired generation capacity shows that although air quality will be affected by the scheduled power plant, limits will not be exceeded.

Because of the positive impact of energy conservation and use of renewable energy, it is recommended to continue down this road, but with the proviso that using biomass or wood as a renewable energy source may have negative air quality impacts, thereby necessitating additional emission abatement measures.

When it comes to further restructuring of industrial estates, serious efforts will have to made each time to address the resultant increase in traffic volumes. This can be achieved by building sufficient access roads and ensuring good public transport right from the start of the project.]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[STREAM: Study on Transport Emissions of All Modes]]></title>
			<link>http://www.ce.nl/publicatie/stream%3A_study_on_transport_emissions_of_all_modes/832</link>
			<guid>http://www.ce.nl/publicatie/stream%3A_study_on_transport_emissions_of_all_modes/832</guid>
			<description><![CDATA[The STREAM study inventories the current environmental impact of all modes of freight and passenger transport and provides forecasts for 2010 and 2020, making due allowance for the influence of progressive emissions standards, specific technological innovations and alternative fuels. This makes STREAM an extremely comprehensive, up-to-date and accessible database of transport emissions.   The main focus of the study is on emissions of the greenhouse gas CO2 and air pollutants like particulates and oxides of nitrogen and sulphur. What emerges from the data is that there is no such thing as &amp;rsquo;the cleanest&amp;rsquo; mode of transport. The scale level of the trip or transport movement is an important factor in performance, often even more so than the mode of transport as such. Logistical factors like occupancy and loading factors are also key. Technology likewise has a major influence. A new vehicle is thus four to ten times cleaner than one dating from the early 1990s. For rail and (inland) shipping, too, there are technologies available with which considerable reductions in air pollutant emissions can be achieved. As yet, technology is having far less influence on fuel consumption. With a hybrid drive, for example, only 20% fuel savings can be achieved and this technology only makes sense in urban traffic, with a lot of &amp;lsquo;start/stop&amp;rsquo; driving.   For a series of well-defined market segments the report also compares emis-sions per unit performance based on average vehicle technology (as reflected in average age, for example) and average occupancy rate.   The study was carried out by CE Delft for the Dutch Environment ministry, VROM, and the Transport ministry&amp;rsquo;s Institute for Transport Policy Analysis, KIM.]]></description>
			<pubDate>Wed, 28 Oct 2009 14:02:59 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Comparison of cost and environmental impact of diesel- and CNG-fuelled EEV buses]]></title>
			<link>http://www.ce.nl/publicatie/comparison_of_cost_and_environmental_impact_of_diesel-_and_cng-fuelled_eev_buses/758</link>
			<guid>http://www.ce.nl/publicatie/comparison_of_cost_and_environmental_impact_of_diesel-_and_cng-fuelled_eev_buses/758</guid>
			<description><![CDATA[CE Delft was commissioned by MAN Bus &amp; Truck BV to undertake a comparative analysis of the costs and emissions of MAN-manufactured diesel- and gas-fuelled city buses, both satisfying the EEV emission standard. The analysis was extended to include biodiesel and biogas as fuels, too. Both buses are based on the same vehicle platform (the MAN ‘Lion’s City’), so that any differences in cost and environmental impact are due entirely to the type of fuel used.

The general conclusion is that while the MAN-manufactured EEV-approved city buses running on diesel and gas do not differ significantly in their overall capital and operating costs, the gas-powered buses have a clear environmental edge, particularly in terms of NOx emissions. Fuelling the buses with 100% biodiesel and biogas, respectively, leads to comparable per-kilometre costs (‘total cost of ownership’), but in the case of biogas there is a far greater reduction in WTW greenhouse gas emissions than for biodiesel. These greater WTW greenhouse gas reductions translate to significantly lower external environmental costs for biogas compared with biodiesel.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Towards greener business travel]]></title>
			<link>http://www.ce.nl/publicatie/towards_greener_business_travel/757</link>
			<guid>http://www.ce.nl/publicatie/towards_greener_business_travel/757</guid>
			<description><![CDATA[Increasingly, organisations are setting environmental requirements on the leased and company cars used for business travel. Until now, though, private cars used for this purpose have been ignored in these efforts. At the request of Mobility Mixx, CE Delft has estimated the current environmental impact of business-related kilometres driven in private cars and the emission cuts potentially achievable with two specific measures:

- Indexing of the untaxed business travel allowance to vehicle fuel efficiency.
- Application of the services of Mobility Mixx to all business kilometres.

Private cars account for a major share of the business kilometres driven in the Netherlands: around 58%. Their contribution to pollution is consequently substantial: approx. 48% of PM10 emissions, 61% of NOx emissions and 58% of CO2 emissions. This represents around 8% of the aggregate emissions of the Dutch passenger car fleet.   The first measure considered was differentiation of the untaxed business travel allowance, with the allowance for highly efficient vehicles being raised by &amp;euro; 0.11 to &amp;euro; 0.30 per kilometre and that for other vehicles lowered by &amp;euro; 0.04 to &amp;euro; 0.15 per kilometre. This measure will lead to an emissions reduction of approx. 2%. The second measure is to employ the services of Mobility Mixx for all the business kilometres driven in the Netherlands, which in concrete terms means private car use being superseded by use of (clean and fuel-efficient) cars from vehicle pools and/or by rail transport. This will lead to a maximum emissions reduction of 70 to 80%. This calculation does not include any transport before or after rail journeys.   By deploying dedicated measures, the emissions associated with business use of private cars can be substantially reduced. Individual organisations have a key role to play here, for they can exert a very direct influence on employees, via the travel costs they reimburse, for example. They can provide their employees attractive alternatives, moreover, encouraging them to leave their own car at home.]]></description>
			<pubDate>Fri, 18 Dec 2009 10:53:56 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Particulate abatement strategy for Middelburg]]></title>
			<link>http://www.ce.nl/publicatie/particulate_abatement_strategy_for_middelburg/828</link>
			<guid>http://www.ce.nl/publicatie/particulate_abatement_strategy_for_middelburg/828</guid>
			<description><![CDATA[At the request of the Middelburg local authority, CE Delft has designed a strategy for reducing particulate emissions in the municipality. Since the introduction of new legislation several years ago, the issue of air quality has moved centre stage in the Netherlands. In Middelburg, too, this had led to action on various fronts and the local authority is now keen to get a better view of the decisions and measures already taken to improve air quality and particulate levels in particular. The authority also wishes to take additional steps to better safeguard citizens' health.  This strategy document reviews the measures already in place and sets out, with reference to local particulars, a number of policies that can lead to a further improvement of air quality.  Based on criteria of effectiveness and feasibility, among other things, at a workshop with experts from the local authority the following measures were selected as meriting priority: 
- Natural gas as a vehicle fuel and particle traps on the existing truck fleet.
- Particulate abatement at construction and demolition sites. 
- Intensification of cycling policy. 
- Improvement of the parking direction system.  

In addition, the budgetary feasibility of a quayside power supply along the canal is being examined.  Besides improving air quality, the selected measures will also contribute to securing the environmental targets for transport mobility set out in the town's Environmental Vision.]]></description>
			<pubDate>Fri, 18 Dec 2009 10:59:08 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Sustainable public transport concessions*]]></title>
			<link>http://www.ce.nl/publicatie/sustainable_public_transport_concessions%2A/756</link>
			<guid>http://www.ce.nl/publicatie/sustainable_public_transport_concessions%2A/756</guid>
			<description><![CDATA[This study, carried out for the Groningen provincial authority against the background of tendering for a new public transport concession in the north of the Netherlands, reviews sustainable transport technologies, considering the following issues:

    Effects on emissions and costs, at the vehicle level, of using sustainable tech-nologies; the focus here was on technologies that can be widely implemented, such as Euro V, EEV and natural gas, as well as more innovative technologies like natural gas and hybrid drives in combination with biofuels.
    Regional impacts of biofuel use.
    Practical experience with the various technologies.
    By modelling the vehicle fleet, the environmental, financial and employment ef-fects of the various technologies were analysed for individual elements of the concession.

This study anticipates the Innovative Concession Procedure that the government is expected to launch soon. Under this scheme, parties granting concessions are eligible for a subsidy for the testing of innovative bus technologies. The study was carried out in collaboration with the provincial authorities of Groningen and Drenthe, regional public transport operators and Energy Valley.]]></description>
			<pubDate>Wed, 28 Apr 2010 12:58:32 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Air quality along the N208 at Hillegom]]></title>
			<link>http://www.ce.nl/publicatie/air_quality_along_the_n208_at_hillegom/723</link>
			<guid>http://www.ce.nl/publicatie/air_quality_along_the_n208_at_hillegom/723</guid>
			<description><![CDATA[In the Dutch municipality of Hillegom, work is currently underway on improving the N208 highway, one of the aims being to comply with European air quality standards. To assess success, at the request of VMC Policy and Process Management NO2 and PM10 concentrations have been calculated at various locations along the N208. Using the CAR model, concentrations have been calculated not only for the current situation, but also for 2010, 2015 and 2020. The calculations, performed according to the relevant protocols, indicate no exceedances of limit values.]]></description>
			<pubDate>Fri, 08 Oct 2010 12:51:27 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Zuid-Holland Provincial Air Quality Action Plan]]></title>
			<link>http://www.ce.nl/publicatie/zuid-holland_provincial_air_quality_action_plan/521</link>
			<guid>http://www.ce.nl/publicatie/zuid-holland_provincial_air_quality_action_plan/521</guid>
			<description><![CDATA[The Zuid-Holland provincial authority has drawn up a Provincial Air Quality Action Plan and asked CE Delft to analyse the effectiveness of the constituent measures in terms of cutting emissions of nitrogen dioxide (NOx) and airborne particulates (PM10).

The analysis focused on two categories of measures:The A list, comprising measures already implemented by the provincial authority or in the process of being so and measures certain to be taken in the future.The B list, comprising measures that may be implemented by the authority, but are still the subject of further deliberation.Impact of A-list measures
The sum total of A-list measures will lead to estimated emission cuts of over 380 tonnes NOx and 27 tonnes PM10. Over 90% of this reduction potential can be achieved with just 4 of the 19 A-list measures:sustainability-based tenders for civil works and government supplies;emission requirements for public transport concessions;tackling hotspots along major through-roads;centralised energy systems for the Valkenburg construction project.Impact of B-list measures
The sum total of B-list measures will lead to estimated cuts of 9 tonnes NOx and 0.5 tonne PM10. Compared with the A-list measures, the B-list package offers far less reduction potential. In part, this is because some of the proposed measures were too sketchy to calculate their likely impact. We do not anticipate them having any major impact, though. No independent impact was ascribed to several other measures, moreover, as they are too aligned with measures from the A list, with their impact already effectively included in that review. 
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Economic instruments for aviation: an exploratory study]]></title>
			<link>http://www.ce.nl/publicatie/economic_instruments_for_aviation%3A_an_exploratory_study/519</link>
			<guid>http://www.ce.nl/publicatie/economic_instruments_for_aviation%3A_an_exploratory_study/519</guid>
			<description><![CDATA[At the request of the Directorate-General for Strategy and Governance of the Dutch Environment ministry, CE has run calculations on several potential policy instruments for reducing aviation emissions. All the policies considered respect the ‘Polluter Pays Principle’ and some may help achieve a further greening of the tax system. 

The following policy instruments were reviewed:A ticket tax to be paid by departing passengers.A ticket tax for departing passengers indexed to NOx emissions during landing and take-off (LTO).An LTO charge per aircraft.An LTO charge per aircraft, indexed to NOx emissions.Excise duty on kerosene.Emissions trading in the aviation sector.The AERO model was used to calculate the impact of the various measures, examining impact on aviation demand, impact on emissions, cost and cost-effectiveness. The legal and politico-economic aspects of the various measures were also examined. Based on the computational results and the legal and political review, conclusions are drawn. Included as an appendix are a Factsheet on each of the measures.

In brief, the main conclusions are as follows:Ticket taxes and LTO charges are effective means of reducing aviation air pollutant emissions. Taxes and charges increase the cost of air travel, thereby reducing demand.Taxes and charges that distinguish between relatively clean and relatively dirty aircraft engines are more effective than those that make no such distinction. Besides reducing demand, differentiated taxes and charges give aircraft operators an incentive to cut emissions through both technical and operational measures. A brief study of the existing literature on taxes and charges indicates that there are unlikely to be any legal barriers to a ticket tax or LTO charge. A kerosene tax, on the other hand, would be somewhat harder to introduce, as the current tax dispensation for aviation fuel is anchored in numerous bilateral air service agreements.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Geographically specific transport emission inventories]]></title>
			<link>http://www.ce.nl/publicatie/geographically_specific_transport_emission_inventories/476</link>
			<guid>http://www.ce.nl/publicatie/geographically_specific_transport_emission_inventories/476</guid>
			<description><![CDATA[On behalf of the European Environment Agency (EEA) CE has carried out a review of the possibilities to create geographically specific inventories of road and rail transport emission. Such inventories at various sub-national geographic (regional) levels on the one hand require regionally specific data on transport volumes, the distribution of traffic flows across time and space, characteristics of the vehicle fleet, and on the other hand require emission factors that take account of geographically specific circumstances related e.g. to levels of congestion, climate and geography (e.g. mountains). A quick scan of available transport statistics shows that regional transport data are to various extents available in a number of EEA member states, but such data have varying formats and are often not shared in European databases. Available emission factor models for road transport allow geographic variation of a large number of variables relating to e.g. fleet composition, road types and traffic situation as well as to geographic and climatic conditions. Available emission factors for trains, however, are found to be less versatile and sophisticated than the emission factor models available for road transport. It is concluded that the possibilities for setting up geographically specific transport emission inventories by the EEA on the basis of existing data for road and rail are currently limited by the availability at the international level of appropriate transport statistics rather than by the limitations of available emission factor models. A more in-depth review of the availability of regional transport data at a national level in all 32 EEA member states is recommended.]]></description>
			<pubDate>Thu, 26 Mar 2009 16:26:30 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Background document to the Drenthe Provincial Air Quality programme, 2007 - 2010]]></title>
			<link>http://www.ce.nl/publicatie/background_document_to_the_drenthe_provincial_air_quality_programme%2C_2007_-_2010/508</link>
			<guid>http://www.ce.nl/publicatie/background_document_to_the_drenthe_provincial_air_quality_programme%2C_2007_-_2010/508</guid>
			<description><![CDATA[As the background document to the Drenthe Provincial Air Quality programme shows, in 2006 current air quality standards were not exceeded in this province on any occasion. Based on current spatial plans and economic developments in the province, in 2010 too there seems little likelihood of air quality standards being exceeded. 

The air in Drenthe is thus relatively clean. But given the various uncertainties surrounding trends in air pollution (likely development of large-scale background particulate and NO&not;2concentrations, and possible introduction of more stringent European standards for particulates), we advise the Provincial Executive to monitor developments carefully. To this end, the report proposes a coherent basket of measures, which have meanwhile been implemented in a special provincial programme.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Traffic measures to reduce NEC emissions]]></title>
			<link>http://www.ce.nl/publicatie/traffic_measures_to_reduce_nec_emissions/489</link>
			<guid>http://www.ce.nl/publicatie/traffic_measures_to_reduce_nec_emissions/489</guid>
			<description><![CDATA[Under the terms of the European National Emission Ceilings (NEC) directive 2001, the Netherlands has set ceilings for a number of substances to combat acidification and air pollution. These ceilings, for oxides of sulphur and nitrogen, non-methane volatile organics and ammonia, will come into force in 2010. No moves have yet been made at the European level to introduce an emission ceiling for particulates (PM10), but as these are a major contributor to air pollution and will certainly be covered by the next NEC review (ceilings for 2020), PM10 is already included in the Netherlands’ own annual reports. In this country the ceilings for the respective pollutants are allocated across the following sectors: industry, energy and refineries; transport; consumers; trade, services and government; and agriculture. Under the NEC directive, the Netherlands must report at regular intervals on the progress made on achieving these ceilings.  By year’s end 2006, the country must file an official report with the EU on the NEC ceilings for 2010. 

Against this background, the Dutch Environment ministry asked CE Delft to help them assess the impact of a series of additional measures to secure the NOx ceiling for the transport sector by 2010. In the report on this particular sector, the following  options are included, all of which were quantitatively assessed for their impact:Promotion of  EURO-6 for heavy vehicles and passenger vehicles.Reduction of sulphur content of so-called ‘red diesel’.Reduction of sulphur content of inland shipping fuel.Incentive scheme for vehicles running on natural gas.Quayside electricity for inland shipping.Differentiation of harbour dues for maritime shipping.A tax on airline tickets.European introduction of a kerosene tax.Emissions trading for aviation.Incentives for clean engines in the fishery fleet.Budget-neutral increase of diesel excise duty via reduction of vehicle tax.As 11, but via reduction of petrol duty.Joint reduction of emissions by industry and inland shipping.Retrofit of SCR filters on heavy road vehicles.]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Three minutes’ wait – off with the engine!]]></title>
			<link>http://www.ce.nl/publicatie/three_minutes%92_wait_%96_off_with_the_engine%21/466</link>
			<guid>http://www.ce.nl/publicatie/three_minutes%92_wait_%96_off_with_the_engine%21/466</guid>
			<description><![CDATA[Many people are irritated by drivers who leave their engine running unnecessarily while their vehicle is stationary. Participants in the project “Public Agendas and Citizen Participation”, set up by the Dutch Environment ministry (VROM), wanted to know whether public health would benefit if there was less unnecessary idling of car engines. In collaboration with TNO, CE Delft has looked at two pollution hotspots where idling is known to be frequent. 

The following conclusions were drawn:For the average Dutch car, it makes sense to switch off the engine if it is likely to be running for three minutes or more. At ‘idling hotspots’ like taxi ranks, bridges and bus stations, drivers are already being informed about the negative impact of their behaviour, although with no compulsion to change it.While temporary cutting of vehicle engines reduces emissions, the overall impact on air quality is only limited.Based on this study, we recommend not to use air quality as the central motive for any policy on idling vehicle engines. Drawing attention to greenhouse gas emissions, fuel wastage and other negative aspects of road transport would appear to be better motives.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Helicopter emissions: a comparison with other transport modes]]></title>
			<link>http://www.ce.nl/publicatie/helicopter_emissions%3A_a_comparison_with_other_transport_modes/491</link>
			<guid>http://www.ce.nl/publicatie/helicopter_emissions%3A_a_comparison_with_other_transport_modes/491</guid>
			<description><![CDATA[In September 2006 Dutch Environment Secretary Van Geel was called on by the Socialist Party to answer parliamentary questions on the inter-urban helicopter service that Helinet and Connexxion wish to operate. Question no. 3 concerned the environmental performance of helicopter transport compared with more conventional modes. CE Delft was called on by the environment ministry to assist in answering the question: How do emissions from helicopter transport compare with those of other forms of transport like car, train and aircraft on a trip from Amsterdam to Brussels?

The question was addressed from the perspective of a business traveller going from Amsterdam to Brussels, i.e. considering the means of transport currently available to such travellers. For each of these, ranges were estimated for CO2 and NOx emissions. These depend on the following factors:fuel conversion efficiency;detour factor;upstream and downstream transport links.The conclusions were as follows:Helicopter emissions exceed those of other modes of transport.Compared with the journey by diesel car, emissions are about a factor 3 to 5 higher. There is less difference compared with air travel, but more compared with rail.Occupancy levels are a significant factor, particularly when it comes to smaller vehicles like cars and helicopters.]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Towards a cleaner vehicle fleet]]></title>
			<link>http://www.ce.nl/publicatie/towards_a_cleaner_vehicle_fleet/465</link>
			<guid>http://www.ce.nl/publicatie/towards_a_cleaner_vehicle_fleet/465</guid>
			<description><![CDATA[The Dutch town of IJsselstein is keen to improve the environmental performance of its fleet of municipal vehicles. To properly assess the environmental impact of the current fleet, as well as the effect, cost and feasibility of various measures to reduce that impact, CE Delft carried out an environmental audit of the fleet, focusing on the scope for reducing emissions of nitrogen oxides (NOx) and particulates (PM10). In particular, the study calculated the emissions reduction that can be achieved by fitting diesel vehicles with particle filters, com-bined with accelerated introduction of new, cleaner vehicles, and the additional annual cost this would mean for the municipal vehicle fleet. ]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[The environmental impact of differentiated parking fees]]></title>
			<link>http://www.ce.nl/publicatie/the_environmental_impact_of_differentiated_parking_fees/464</link>
			<guid>http://www.ce.nl/publicatie/the_environmental_impact_of_differentiated_parking_fees/464</guid>
			<description><![CDATA[By introducing ‘smart’ charges and taxes, municipal authorities can make a major contribution to improving environmental quality. One example of this kind of fiscal strategy is differentiation of parking fees according to a vehicle’s environmental impact. A number of Dutch municipalities (including Amsterdam, Tilburg and Nijmegen, as well as the Association of Dutch Municipalities, VNG) have already shown an interest in differentiated parking tariffs and legislation on municipal governance is to be adapted to allow municipalities to implement this kind of green tax scheme. In support of these changes, information is required on the likely environmental consequences of these kinds of measures. This study looks specifically at the environmental impact of ‘green’ parking fees, if introduced for both resident permit-holders and visitors.

Differentiated parking fees can help encourage in-town use of low-emission vehicles and discourage use of ‘gas guzzlers’. This CE study shows that such differentiation can make a major contribution to reducing the urban emissions of the target groups in question (permit-holders and visitors), although in absolute terms these cuts are fairly limited.  

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Hybrid locs in the Rotterdam port area]]></title>
			<link>http://www.ce.nl/publicatie/hybrid_locs_in_the_rotterdam_port_area/490</link>
			<guid>http://www.ce.nl/publicatie/hybrid_locs_in_the_rotterdam_port_area/490</guid>
			<description><![CDATA[One of the measures proposed in a regional action plan to improve air quality in the Rijnmond area aims to reduce the environmental impact of railway shunting operations. With the subsidy available for this purpose, Alstom is now developing and testing a hybrid shunting locomotive in a programme supported by a project group that includes CE Delft. 

As part of this work, CE made a preliminary estimate of the potential emissions reduction to be achieved if the shunting locs in de Rotterdam port area were replaced by locs with a hybrid drive rather than by locs with a conventional diesel engine. This report presents the preliminary results. ]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Assessment of measures to improve air quality in Leiden]]></title>
			<link>http://www.ce.nl/publicatie/assessment_of_measures_to_improve_air_quality_in_leiden/488</link>
			<guid>http://www.ce.nl/publicatie/assessment_of_measures_to_improve_air_quality_in_leiden/488</guid>
			<description><![CDATA[The Dutch Air Quality Decree requires all municipalities to submit an annual report on local air quality to the national government. In Leiden, the 2004 report indicated that the European standards for nitrogen dioxide (NOx) and/or particulates (PM10) levels had been exceeded at a number of locations that year.

Even without additional measures, the number of pollution ‘hotpots’ will have declined by 2010. This is because background concentrations will by then have fallen as a result of both European and national measures. During the derogation period (probably 2010 for PM10 and 2015 for NOx), however, the Netherlands will still have to meet European air quality standards across the country. In practical terms, this means that by this date the country must have effectively resolved all instances of air quality standards exceedance. This will require additional policy measures.

Having already taken a range of steps, Leiden municipality, by way of its Air Quality Taskforce (TL2), therefore asked CE to advise them on a number of additional measures from the local Air Quality Plan, as follows: 

City-wide measures
1.	Establishment of a ‘green zone’ for freight traffic, combined with alternative distribution concepts.
2.	Use of ‘Site Transport Performance’ certification in (re)development projects.
3.	Parking tariffs indexed to vehicle environmental performance.
‘Lead-by-example’ measures 
4.	A clean and fuel-efficient municipal vehicle fleet.
Site-specific measures
5.	Synchronisation of traffic lights (‘green wave’) on certain local roads.
6.	As 5, but for heavy goods vehicles only.
7.	Introduction of LARGAS philosophy (Dutch acronym for ‘Driving slower gets you there quicker’) on certain local roads.
8.	A split-level interchange on Plesmanlaan.
9.	Wet-sweeping of local roads. *
(* This measure is not included in the Air Quality Plan, but was later added by TL2). 

These additional measures were assessed by CE with respect to the following criteria: practical feasibility, impact on air quality hotspots in 2010, side-effects, costs, legal feasibility, lead time and public support. This assessment was based on a desk study, talks with experts from Leiden municipality and elsewhere, modelling simulations (CAR) and validation of interim results with a broad array of civic actors from the city. 
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Particulate Action Plan for Zeeland Province]]></title>
			<link>http://www.ce.nl/publicatie/particulate_action_plan_for_zeeland_province/467</link>
			<guid>http://www.ce.nl/publicatie/particulate_action_plan_for_zeeland_province/467</guid>
			<description><![CDATA[Zeeland is just one of the provinces of the Netherlands where airborne particulates are posing a growing problem in terms of air quality. Given the tighter European air quality standards scheduled for 2010, that problem can only get worse, moreover. When it comes to assessing the options for reducing particulate emissions, the Provincial Executive of Zeeland is therefore keen to start work now. Against this background CE Delft was asked to provide support in drawing up an action plan with which to improve air quality in the province.

On the one hand this means reviewing all kinds of (technical) measures with their associated impacts and features. Equally important, though, is to explore the extent to which any measures will enjoy adequate support.  

Who are the players engaged with this issue? And who is to take the lead in implementing measures? From this amalgam of research activities a number of policy options will emerge, which can then be used to draw up an action plan that will have sufficient support from the various players.

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Dutch inventory for CSD 14]]></title>
			<link>http://www.ce.nl/publicatie/dutch_inventory_for_csd_14/429</link>
			<guid>http://www.ce.nl/publicatie/dutch_inventory_for_csd_14/429</guid>
			<description><![CDATA[Background
Dutch policy efforts on sustainable development are geared broadly to ensuring that the opportunities for growth and development available to future generations are at least equal to those enjoyed by ourselves. As a tangible objective of Dutch sustainability policy this has been translated into the goal of achieving absolute delinkage between economic growth and emissions.

In preparation for the 14th Meeting of the UN Commission on Sustainable Development (CSD, responsible for the implementation of Agenda 21), the CSD secretariat has asked each country to prepare a national inventory on the themes of industrial development, energy and air pollution/atmosphere. The Dutch input is being furnished by CE Delft.

Current status
Compared with other European countries, the Netherlands is highly urbanised and densely populated and has an energy-intensive industrial base. Dutch emissions per square kilometre are consequently higher than the EU average. There are also substantial pollution imports from across the borders. Lying low in a river delta, the country is moreover vulnerable to the potential impacts of climate change: as the world’s climate warms, there will be a greater risk of extreme weather events. All in all, the Netherlands therefore has much to gain from additional international efforts to control emissions of greenhouse gases and other pollutants.

In the last few decades Dutch environmental policy has been successful in several respects, with the human environment becoming healthier and safer on a variety of yardsticks. The eco-efficiency of Dutch production – the ratio between a sector’s earnings and the emissions that entails – has improved and there has consequently been a marked decline in emissions of NOx, NH3, SO2 and particulates over the past few decades. National as well as European legislation has proven quite successful in this respect. This has led to an improvement in Dutch air quality, though still not sufficient to comply with international standards. Overall, there has been absolute delinkage of economic growth and environmental impact. This achievement has been due largely to technical measures and to historical shifts in the structure of the Dutch economy, in particular the growth of the services sector. 

The Netherlands has been pursuing an policy on energy conservation for thirty years now, using a wide range of instruments to achieve steady and continued improvement in energy efficiency, targets for which were recently tightened once more. Renewable energy does not have a long tradition in the Netherlands, particularly as the country lacks any real hydro-power resources. Wind power and bio-energy both have considerable potential, however. Although there has been some decline in CO2 emissions growth, there has been no absolute delinkage. This represents a fundamental challenge to Dutch envi-ronmental policy-makers. 

The report reviews progress and problems in the fields of industrial development, energy and air pollution/atmosphere as well as their interrelationships. 
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Transport and environment: facing a dilemmaTERM 2005: indicators tracking transport and environment in the European Union]]></title>
			<link>http://www.ce.nl/publicatie/transport_and_environment%3A_facing_a_dilemma%3Cbr%3Eterm_2005%3A_indicators_tracking_transport_and_environment_in_the_european_union/389</link>
			<guid>http://www.ce.nl/publicatie/transport_and_environment%3A_facing_a_dilemma%3Cbr%3Eterm_2005%3A_indicators_tracking_transport_and_environment_in_the_european_union/389</guid>
			<description><![CDATA[CE Delft advises the European Environment Agency (EEA) on transport and environment issues, each year updating a large number of factsheets with the latest statistics and improving analyses. In addition, CE provides input for the Agency&amp;rsquo;s annual report. That report is drawn up using the most recent data from the factsheets, with CE preparing the draft version, which is then subject to a review process. The report, distributed widely to policy-makers in Brussels and individual member states, provides a one-stop review of developments in the transport and environment field. The 2005 report reviews the following topics:

1 Freight transport volumes are growing, with no clear signs of decoupling from GDP. 2 Passenger transport volumes have paralleled economic growth. 3 Greenhouse gas emissions from transport are growing. 4 Harmful emissions have declined, but air quality problems require continued attention. 5 Road freight continues to gain market share. 6 Air passenger transport is growing, while the shares of road and rail remain constant. 7 Developments in fuels are contributing to emission reductions. 8 Car occupancy and lorry load factors are declining in countries for which data are available. 9 New technology can cut emissions and fuel consumption, but more efforts are needed to achieve CO2 targets. 10 Price structures are increasingly aligned with, yet still well below the external costs level.]]></description>
			<pubDate>Thu, 26 Mar 2009 16:20:27 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Towards a cleaner vehicle fleet]]></title>
			<link>http://www.ce.nl/publicatie/towards_a_cleaner_vehicle_fleet/486</link>
			<guid>http://www.ce.nl/publicatie/towards_a_cleaner_vehicle_fleet/486</guid>
			<description><![CDATA[In preparation for moves to clean up its fleet of municipal vehicles, Delft city council commissioned CE to assess current fleet environmental performance and estimate the costs and benefits of investments in various alternatives to improve it. The main focus was on alternatives that can help improve local air quality, in particular:Phased replacement of all vehicles.Phased replacement of all vehicles by natural-gas vehicles.Particle traps on heavy goods vehicles and refuse collection trucks.Phased replacement of certain vans by electric vehicles.Accelerated replacement of old heavy goods vehicles and refuse collection trucks.  
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[A cleaner fleet]]></title>
			<link>http://www.ce.nl/publicatie/a_cleaner_fleet/487</link>
			<guid>http://www.ce.nl/publicatie/a_cleaner_fleet/487</guid>
			<description><![CDATA[Nieuwegein municipality is keen to improve the environmental performance of its vehicle fleet and asked CE Delft to carry out an audit. The aim was to improve understanding of current performance and assess the costs and benefits of investments in alternatives to improve it. The following alternatives were examined:Phased replacement of all vehicles.Accelerated depreciation of all vehicles.Particle traps on diesel vehicles, combined with a switch to biodiesel.Phased replacement of all vehicles by natural-gas vehicles. 

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[En route to clean air]]></title>
			<link>http://www.ce.nl/publicatie/en_route_to_clean_air/385</link>
			<guid>http://www.ce.nl/publicatie/en_route_to_clean_air/385</guid>
			<description><![CDATA[The southern part of the Dutch coastal conurbation (in Dutch: Zuidvleugel)suffers from serious air pollution, with air quality in breach of European standards for nitrogen dioxide (NO2) and particulates (PM10). Improving air quality is therefore a priority issue for both national government and local authorities. At the request of Zuid-Holland provincial executive CE has reviewed the options available for improving air quality, assessing their merits and estimating their cost. On the basis of this review a proposal was drawn up for an effective package of measures that can in principle be implemented in the short term. In assembling this package, we were guided by four main considerations:impact on air quality (i.e. pollutant concentrations);cost effectiveness;practicability (public support / ‘honey and vinegar’);scope for short-term implementation.The report provides an outline description of the air pollution abatement package for the ‘Zuidvleugel’ and a cost estimate for the period 2006-2010.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Source of inspiration]]></title>
			<link>http://www.ce.nl/publicatie/source_of_inspiration/378</link>
			<guid>http://www.ce.nl/publicatie/source_of_inspiration/378</guid>
			<description><![CDATA[Passenger cars today are around ten times cleaner than there were 15 years ago. One effective way to combat air pollution is therefore to ensure a maximum proportion of clean, modern cars on the road. This study analyses the share of local motorway traffic and background sources in NO2 and PM10 levels at nine locations near major Dutch motorways, broken down by vehicle category and year of registration. This was done for four different policy scenarios, including the government’s latest package of measures, and three time horizons: 2004, 2010 and 2015. The results provide a basis for developing and selecting effective measures that make use of the ‘hidden potential’ of the current vehicle fleet – a ‘source of inspiration’. 

This study was carried out for the Dutch Air Quality Innovation Programme (IPL) being implemented by the Road and Hydraulic Engineering department of Rijkswaterstaat for the Ministries of Transport, Public Works and Water Management and Housing, Spatial Planning and the Environment.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Air quality in the Netherlands: health impacts and associated social costs]]></title>
			<link>http://www.ce.nl/publicatie/air_quality_in_the_netherlands%3A_health_impacts_and_associated_social_costs/369</link>
			<guid>http://www.ce.nl/publicatie/air_quality_in_the_netherlands%3A_health_impacts_and_associated_social_costs/369</guid>
			<description><![CDATA[The Dutch Asthma Foundation asked CE to team up with IRAS, the Institute for Risk Assessment Science affiliated with Utrecht University, to prepare an up-to-date review of the scientific state-of-the-art on the health impacts of air pollution and the associated costs to (Dutch) society. 

The main conclusion is that the health impacts of air pollution cost society at least 4 billion euro a year, with a possible maximum of 40 billion. The bulk of this figure stems from premature mortality due to long-term exposure to airborne particulates. Approximately one-quarter of the figure is associated with (increased) incidence of COPD pathologies and complaints (in particular chronic bronchitis), inflammatory responses of the respiratory tract, reduced lung function and aggravation of chronic pulmonary disorders (including asthmatic attacks). Even short-term exposure can lead to disease and premature death.

The report reviews the latest scientific findings on the health impacts of particulates and ozone, in particular, and details the substances and emission sources of greatest significance for air quality. Public health impacts can be traced back mainly to combustion processes (road traffic, shipping, etc.). 

Finally, the procedure used to calculate the social cost of these impacts is explained. Pivotal here is the expression of a lost year of life, i.e. a reduction in healthy life expectancy, in monetary terms.

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[‘Top Ten’ air quality measures]]></title>
			<link>http://www.ce.nl/publicatie/%91top_ten%92_air_quality_measures/325</link>
			<guid>http://www.ce.nl/publicatie/%91top_ten%92_air_quality_measures/325</guid>
			<description><![CDATA[In the Netherlands there is currently (spring 2005) considerable debate on the issue of ambient air quality, as standards for levels of particulate matter (PM10) and nitrogen dioxide (NO2) are being exceeded at many locations. The Netherlands Environmental Assessment Agency envisages continuing problems in many ‘hot spots’ even beyond 2010. The problem is held to be virtually unsolvable and scarcely amenable to influence by domestic policy. There are in fact a number of measures, however, that can already be implemented to improve the situation.
 
The environmental NGO Stichting Natuur en Milieu and the network of twelve provincial Environmental Federations are keen to bring some of these measures to the attention of policy-makers and administrators and to this end they have drawn up a ‘Top Ten’.

CE was asked to report on the effectiveness of these measures. Using published (case) studies, this report estimates the likely impact of each of the ten measures on emissions and ambient concentrations of particulates and nitrogen dioxide.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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