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    	<title>CE Delft - Transport Pricing</title>
		<copyright>Copyright (c) 2012, CE Delft</copyright>
		<link>http://www.ce.nl/ce/rapporten/114/</link>
        <atom:link href="http://www.cedelft.nlindex.php?go=home.showRapportenRSS&amp;pagenr=280" rel="self" type="application/rss+xml" />
		<language>nl</language>
		<description>CE Delft Rich Site Summary</description>
		<webMaster>webmaster@ce.nl (Webmaster)</webMaster>
		        
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			<title><![CDATA[Review of the Social Cost-Benefit Analysis of Grand Ouest Airport  Comparison with Improvements of Nantes Atlantique]]></title>
			<link>http://www.ce.nl/publicatie/review_of_the_social_cost-benefit_analysis_of_grand_ouest_airport_%3Cbr%3E_comparison_with_improvements_of_nantes_atlantique/1191</link>
			<guid>http://www.ce.nl/publicatie/review_of_the_social_cost-benefit_analysis_of_grand_ouest_airport_%3Cbr%3E_comparison_with_improvements_of_nantes_atlantique/1191</guid>
			<description><![CDATA[According to a new study by CE Delft, construction of the new airport planned near Nantes,  l&amp;rsquo;A&amp;eacute;roport du Grand Ouest, will lead to a decrease in economic welfare,  while improving the current airport, Nantes Atlantique, would yield net  economic benefits. These findings are contrary to the analysis presented  in the public consultation held in 2006. 
CE Delft was commissioned by C&amp;eacute;Dpa, the organisation of elected  officials opposed to l&amp;rsquo;A&amp;eacute;roport du Grand Ouest, to analyse the social  costs and benefits of the new airport and of improvements to Nantes  Atlantique. It has found that the existing analysis contains a number of  errors which, when corrected, result in a significant decrease in the  benefits and an increase in the costs of the new airport. The main  benefit cited, travel time savings of those using it, had been  erroneously calculated. Using standardised values for the cost of time,  CE Delft finds that the actual benefits are two-thirds lower. Moreover,  the public consultation documents failed to include the costs of the  biodiversity loss incurred in transforming a rich natural area into an  airport. The current airport, Nantes Atlantique, can be improved to  increase its capacity. Compared with construction of a new airport, the  economic benefit would be at least EUR 200 million. CE Delft has a long  track record in social cost-benefit analyses of infrastructure projects.  It has extensive experience in the aviation sector and has reviewed  plans for the third runway at Heathrow (London), expansion of Schiphol Airport (Amsterdam) and other such projects.]]></description>
			<pubDate>Wed, 26 Oct 2011 09:55:22 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Calculations on three proposals from the Green Tax Battle]]></title>
			<link>http://www.ce.nl/publicatie/calculations_on_three_proposals_from_the_green_tax_battle/1199</link>
			<guid>http://www.ce.nl/publicatie/calculations_on_three_proposals_from_the_green_tax_battle/1199</guid>
			<description><![CDATA[In the Green Tax Battle three teams consisting of professors, professional accountants (PWC) and NGO representatives (from the Netherlands Society for Nature and the Environment/Natuur en Milieu and Dutch Cyclists Union/Fietsersbond) competed to come up with the most effective and innovative proposal for a further greening of the Dutch tax system, with an emphasis on business and commuting travel.&amp;nbsp;

In this brief report CE Delft presents the results of a quantitative assessment of the effects of the three proposals with respect to mobility, environmental impact and finance. Because of the limited scope of the study, this assessment had to be based on the findings reported in the recent Dutch literature. For policies on which no quantitative data on mobility and environmental impacts were available in this literature (because of the innovative nature of the proposed policy, for example) a qualitative analysis had to suffice. The same holds for policies described in too little detail for quantitative analysis.
&amp;nbsp;]]></description>
			<pubDate>Fri, 18 Nov 2011 11:25:41 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[External and infrastructure costs of freight transport Paris-Amsterdam corridor]]></title>
			<link>http://www.ce.nl/publicatie/external_and_infrastructure_costs_of_freight_transport_paris-amsterdam_corridor/1161</link>
			<guid>http://www.ce.nl/publicatie/external_and_infrastructure_costs_of_freight_transport_paris-amsterdam_corridor/1161</guid>
			<description><![CDATA[The Paris-Amsterdam transport corridor is of major importance for the EU economy. The share of inland waterway transport (IWT) on this corridor will increase significantly by the development of the Seine Scheldt link, TEN-T project 30. Within this context six parties (the European Commission, VNF, RFF, SPW, WenZ and the Ministry of Transport of the Netherlands) representing the EU and three countries (France, Belgium and the Netherlands) and the three inland modes of transport (road, IWT and rail) have commissioned a project on the potential of internalisation of external costs. The study was conducted by an international consortium consisting of CE Delft, INFRAS, Alenium and Herry. 

The study started with an in-depth assessment of external and infrastructure costs. This was concluded in Deliverable 1 of this study. On this basis five internalisation scenarios were developed and assessed by a traffic model which was developed and run by Stratec and Setec. In addition complementing assessments were made to cover changes in the transport market that can be expected but that cannot be covered by the traffic model. The results of these assessments are in the report at hand, Deliverable 2 of this study.

This study is unique as it is the first in-depth analysis of the impacts of internalisation of external cost scenarios on a specific strategic and congested international freight corridor in the EU. It has been conducted at an international and multimodal level. Therefore the results are of high interest for the study area but also for freight transport policy in Europe in general.]]></description>
			<pubDate>Mon, 27 Jun 2011 14:02:23 +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[Potential of modal shift to rail transport]]></title>
			<link>http://www.ce.nl/publicatie/potential_of_modal_shift_to_rail_transport/1163</link>
			<guid>http://www.ce.nl/publicatie/potential_of_modal_shift_to_rail_transport/1163</guid>
			<description><![CDATA[This study was&amp;nbsp;commissioned by the Community of European Railways (CER) and concerns the potential for modal shift from road and air transport to rail. This study is potentially even more interesting, since the European Commission&amp;rsquo;s new White Paper on Transport cites modal shift as one of the key policies for the coming decades. In this study the potential for growth of rail transport in Europe has been investigated in three different ways as well as the potential reduction of CO2 emissions that this could deliver.]]></description>
			<pubDate>Mon, 27 Jun 2011 10:16:28 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Price sensitivity of road freight transport - Towards a better understanding of existing results]]></title>
			<link>http://www.ce.nl/publicatie/price_sensitivity_of_road_freight_transport_-_towards_a_better_understanding_of_existing_results/1130</link>
			<guid>http://www.ce.nl/publicatie/price_sensitivity_of_road_freight_transport_-_towards_a_better_understanding_of_existing_results/1130</guid>
			<description><![CDATA[At the request of Transport &amp;amp; Environment, CE Delft has teamed up with Significance to investigate the price sensitivity of European road haulage, with the prime focus on long-distance transport.&amp;nbsp;

The price sensitivity of road freight carriage was first examined by means of an extensive literature study of the elasticities of three types of price change: in fuel price, vehicle-kilometre price and tonne-kilometre price. In the literature a wide range of price elasticities are reported for road haulage. However, the various studies are characterized by major differences in research methodology, time horizon, geographical scope and response mechanisms considered (i.e. how forwarders and hauliers respond to price changes). Through careful analysis of the differences between the studies it proved possible to narrow the bandwidth of the price elasticities.

Besides analysing price elasticities, the study also examined the observed impact of the kilometre-charge schemes currently in place for heavy goods vehicles (HGV) in Europe. Although no in-depth studies have yet been carried out to evaluate these schemes, there are indications that the Austrian and German MAUT scheme has contributed to reducing the average HGV trip length, possibly as a result of more efficient logistical planning, among other factors.]]></description>
			<pubDate>Thu, 17 Feb 2011 14:39:31 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Impacts of Mobility Mixx products for 'The Netherlands plc']]></title>
			<link>http://www.ce.nl/publicatie/impacts_of_mobility_mixx_products_for_the_netherlands_plc/1125</link>
			<guid>http://www.ce.nl/publicatie/impacts_of_mobility_mixx_products_for_the_netherlands_plc/1125</guid>
			<description><![CDATA[For Mobility Mixx CE Delft calculated the likely impacts of applying the Mobility Mixx products,&amp;nbsp; Mobility Card* and Mobility Pool**, across the whole of Dutch industry as well as government apparatus. The conclusions of this analysis are as follows:

Implementation of Mobility Mixx products across Dutch industry and government agencies would lead to an estimated 4.2-9.6 billion less car-kilometres being driven, 0.6-1.4 Mt less CO2 being emitted and the total cost of mobility for employers declining by 0.6-1.4 billion Euro. In addition, annual productivity is projected to rise by around 15 billion hours and the number of employees parked daily to decline by around 300 thousand.

These data provide an rough indication of the available potential, based on average patterns of commuting and business travel and the impacts observed in previous pilot studies on mobility policies.

* Mobility Card offers an easy way for employees (including lease drivers) to plan and pay their business journeys. 
** Mobility Pool offers a pool car at the company site that can be&amp;nbsp; booked by employees for their business journeys. The presence of the car at work allows employees to use public transport or the bike for commuting.]]></description>
			<pubDate>Tue, 18 Jan 2011 09:43:59 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Impacts of freight and passenger transport pricing policy ]]></title>
			<link>http://www.ce.nl/publicatie/impacts_of_freight_and_passenger_transport_pricing_policy_/1073</link>
			<guid>http://www.ce.nl/publicatie/impacts_of_freight_and_passenger_transport_pricing_policy_/1073</guid>
			<description><![CDATA[Changes in the prices of fuels, air tickets and public transport affect mobility behaviour. Passenger movements by public transport and plane prove to be fairly sensitive to pricing, as does private vehicle fuel demand. Road haulage is also reasonably sensitive to changes in transport costs, particularly over long distances.&amp;nbsp;

In this desk study, encompassing both Dutch and international literature, the Netherlands Environmental Assessment Agency and the environmental consultancy CE Delft review the impacts of price changes and various kinds of pricing measures on transport volumes. 

Road pricing: more car ownership, less car use&amp;nbsp; 
Higher petrol prices reduce fuel consumption as well as car ownership and use. Introduction of road pricing to replace today&amp;rsquo;s fixed vehicle taxes (on car purchase and circulation) would increase private vehicle ownership by several percent. Car use would decline, though, in the short term by 2 to 6 percent and in the longer term (10-15 years) by over 10 per cent.

Free public transport attracts mainly new users
Any increase or decrease in the price of public transport is soon reflected in the number of users, particularly in off-peak hours and away from urban conurbations. Trials with free or cheaper public transport generally lead to a distinct rise in passenger numbers, but only a slight decline in car use. Reduced-rate public transport attracts mainly new users and people who previously cycled. 
Mainly recreational travellers sensitive to air ticket prices
Increases or decreases in air ticket prices impact mainly on the number of short-haul recreational travellers. Business travel is less sensitive to price changes and effects on passenger numbers are less pronounced on long-haul than short-haul flights. This is probably because there are good alternatives for the latter.

Road haulage mainly price-sensitive on long distances
Road haulage proves to be fairly sensitive to changes in transport costs, particularly on long hauls. On short hauls there are generally few alternatives available and there is less price sensitivity. Besides distance, the type of freight is also important, with bulk transport and container transport relatively sensitive to price changes, for example. The impact of introducing road pricing on freight movements on Dutch roads will depend on tariff level and design. If today&amp;rsquo;s fixed-rate taxes for freight vehicles are replaced by road pricing, road freight movements are anticipated to decline only very slightly (by less than 1 percent). This minimal decline is due in part to the relatively low charge per kilometre compared with overall transport costs.]]></description>
			<pubDate>Thu, 03 Mar 2011 17:29:46 +0100</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[The impact of particle-filter differentiation of the kilometre charge on PM10 emissions ]]></title>
			<link>http://www.ce.nl/publicatie/the_impact_of_particle-filter_differentiation_of_the_kilometre_charge_on_pm10_emissions_/1003</link>
			<guid>http://www.ce.nl/publicatie/the_impact_of_particle-filter_differentiation_of_the_kilometre_charge_on_pm10_emissions_/1003</guid>
			<description><![CDATA[The Netherlands intends to introduce a road pricing scheme and the Dutch Ministry of Housing, Spatial Planning and the Environment (VROM) asked CE Delft to assess the impact on particle emissions of varying the kilometre charge according to whether or not vehicles are fitted with a particle filter. The scheme was conceptualised as a penalty/discount system, with diesel cars lacking an ex-works particle filter subject to a penalty of 2.5 Euro cents on top of the standard kilometre tariff and other vehicles being eligible for a discount. The level of this discount was designed such that the kilometre charge remains cost-neutral for motorists. 

The effects of particle-filter differentiation of the kilometre charge were estimated&amp;nbsp; using the elasticities reported in the scientific literature. This yielded a projected reduction in PM10 emissions of between 0.01 and 0.06 kt in 2020, or 1 to 7% of the total particulate emissions of passenger cars. There would be a similar percentage reduction in PM2.5 emissions. 

The focus in this study was on particulate emission cuts in the year 2020, rather than in the intervening years. The environmental impact in those intervening years is anticipated to be even greater, given that during this period the fleet will have an even greater proportion of diesel vehicles without a filter. After 2020 the impact of particle-filter differentiation of the kilometre change will decrease. Further study could chart the course of the effectiveness of the measure over time. ]]></description>
			<pubDate>Wed, 10 Mar 2010 07:46:23 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Encouraging fuel-efficient cars via Vehicle Purchase Tax ]]></title>
			<link>http://www.ce.nl/publicatie/encouraging_fuel-efficient_cars_via_vehicle_purchase_tax_/947</link>
			<guid>http://www.ce.nl/publicatie/encouraging_fuel-efficient_cars_via_vehicle_purchase_tax_/947</guid>
			<description><![CDATA[At the request of the Netherlands&amp;rsquo; Environment Ministry the environmental effectiveness of eight alternative Vehicle Purchase Tax (VPT) schemes was investigated. There were essentially three variants: 

    A basic VPT indexed to net catalogue value.
    Schemes whereby the basic VPT is combined with discounts and forfeits, calculated on the basis of the vehicle&amp;rsquo;s energy label, its relative CO2 emission (compared with the vehicle-class average) or its absolute CO2 emission.
    BPM schemes indexed to absolute vehicle CO2 emission. In this case there can be either a flat rate or a progressive tariff per gram CO2/km. In addition, two progressive schemes were examined in which there is also a discount for vehicles with an &amp;lsquo;efficient&amp;rsquo; (A, B or C) label.

These alternative schemes were compared on two counts: the (financial) incentive to consumers to buy a more efficient vehicle, and the estimated CO2 emission cuts to which they might lead. In both contexts allowance was made for the scheduled phase-out of VPT in the Netherlands prior to introduction of road pricing.

The study indicates that the progressive VPT schemes indexed to CO2 emissions create the greatest incentive to buy a more efficient vehicle. With these schemes the estimated CO2 reduction in 2020 relative to today is an additional 0.3 to 0.5 Mt, assuming 100% phase-out of the current VPT. With 25% phase-out of VPT, the CO2 reduction is 0.9 to 1.2 Mt. The progressive VPT schemes owe their effectiveness to the fact that they provide a strong incentive for buying a smaller vehicle as well as for buying a more efficient vehicle in the same size bracket. In addition, these schemes create an incentive to purchase a vehicle fitted out with fuel-saving technologies at additional cost. This contrasts with a VPT indexed to net catalogue value, which in this context creates precisely the wrong kind of incentive.]]></description>
			<pubDate>Fri, 17 Jul 2009 09:39:10 +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[The infrastructure costs associated with road haulage]]></title>
			<link>http://www.ce.nl/publicatie/the_infrastructure_costs_associated_with_road_haulage/903</link>
			<guid>http://www.ce.nl/publicatie/the_infrastructure_costs_associated_with_road_haulage/903</guid>
			<description><![CDATA[At the request of the Dutch Ministry of Transport, Public Works and Water Management, CE Delft has assessed the costs of road infrastructure in the Netherlands. The main focus was on the proportion of these costs to be attributed to road haulage, i.e. heavy goods vehicles. To this end the costs of infrastructure build as well as administration and maintenance were reviewed for the year 2006, making a distinction between the arterial road grid and secondary roads inside and outside built-up areas.
&amp;nbsp;
This report describes the methodology used and the findings on the infrastructure costs attributable to freight haulage. The study builds on earlier studies on the issue, specifically the joint CE &amp;amp; VU study Prijs van een Reis (&amp;lsquo;The Price of a Journey&amp;rsquo;) and research carried out under an interdepartmental policy studies programme on freight transport charges. In line with the results of these earlier studies, this report concludes that the infrastructure costs associated with road haulage are considerably higher per vehicle-kilometre than in the case of passenger cars. The methodology and findings of the study were compared with the German calculations used as a basis for the Maut charging scheme employed in Germany and with earlier studies on the Dutch situation. A sensitivity analysis was also carried out on the main methodological choices.]]></description>
			<pubDate>Fri, 04 Dec 2009 10:17:52 +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[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[Lower NOx at Higher Altitudes]]></title>
			<link>http://www.ce.nl/publicatie/lower_nox_at_higher_altitudes/916</link>
			<guid>http://www.ce.nl/publicatie/lower_nox_at_higher_altitudes/916</guid>
			<description><![CDATA[This report designs policy instruments to reduce the climate impact from aviation NOx emissions.
In its feasibility study on the inclusion of aviation in the EU ETS, CE Delft argued that the non-CO2 climate impacts should be dealt with by ancillary policy instruments. As a result, the EU agreed to address NOx emissions in separate legislation. This report prepares for that legislation.

The main conclusions of this study are that:

There are two effective and cost-effective policy instruments to reduce the climate impact of aviation NOx emissions, viz.:

    An LTO NOx charge with a distance factor. or
    The inclusion of aviation NOx in the EU ETS, based on LTO NOx with a distance factor.

However, before either of these instruments can be implemented, two outstanding issues have to be resolved:

    A GWP for aviation NOx has to be established.
    The relationship between LTO and cruise emissions has to be established in a sufficiently robust way.

The report estimates that this can be done within three to five years, given sufficient study.

The report was prepared for the European Commission, DG Energy and Transport.]]></description>
			<pubDate>Tue, 08 Mar 2011 11:47:57 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Analysis of progressive road vehicle tax indexed to absolute CO2]]></title>
			<link>http://www.ce.nl/publicatie/analysis_of_progressive_road_vehicle_tax_indexed_to_absolute_co2/906</link>
			<guid>http://www.ce.nl/publicatie/analysis_of_progressive_road_vehicle_tax_indexed_to_absolute_co2/906</guid>
			<description><![CDATA[At the request of the Dutch Finance Ministry, CE Delft has investigated the CO2 impact of redesigning the vehicle tax for passenger cars (BPM) from being based on catalogue value, as at present, the CO2 based system whereby the CO2 charge is progressively indexed to the CO2 emissions of the new vehicle. This variant was compared with the effectiveness of the two BPM variants from the study on &amp;lsquo;greening the Dutch tax system&amp;rsquo; (differentiation of BPM according to absolute CO2 emission and BPM based on CO2) and the current BPM based on energy labels (rates for 2008).]]></description>
			<pubDate>Fri, 04 Dec 2009 14:13:26 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Greening the tax system]]></title>
			<link>http://www.ce.nl/publicatie/greening_the_tax_system/909</link>
			<guid>http://www.ce.nl/publicatie/greening_the_tax_system/909</guid>
			<description><![CDATA[At the request of the Dutch Environment ministry (VROM) CE Delft has assessed the environmental effectiveness of 15 fiscal measures included in the government&amp;rsquo;s 2009 Tax Plan. The measures relate to traffic and transport (e.g. differentiation of Vehicle Purchase Tax according to absolute CO2 emissions), household energy consumption and industry (e.g. an increase in energy tax) and the built environment (e.g. an income tax deduction indexed to energy performance of the home). Besides their environmental effectiveness, these &amp;lsquo;tax-greening&amp;rsquo; measures were also assessed with respect to competition effects for Dutch industry, political support, impact on spending power and burden-sharing, coherence within the specific context of environmental policy, fiscal compatibility and enforceability. The results of the study are to be used in preparing the present government&amp;rsquo;s &amp;lsquo;second round&amp;rsquo; of tax-greening measures.

The overall package will lead to cuts in CO2 emissions of around 0.74 Mt in 2010 and 1.5 Mt in 2020. These figures should be seen as the lower bound of actual effects, as some of these proved unquantifiable. The overall impact of the tax-greening package thus represents some 4 to 7% of the government&amp;rsquo;s climate aspirations for 2020 with respect to the built environment and transport sectors. ]]></description>
			<pubDate>Fri, 04 Dec 2009 14:18:19 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Calculating the external costs of emissions from different vehicles]]></title>
			<link>http://www.ce.nl/publicatie/calculating_the_external_costs_of_emissions_from_different_vehicles/901</link>
			<guid>http://www.ce.nl/publicatie/calculating_the_external_costs_of_emissions_from_different_vehicles/901</guid>
			<description><![CDATA[This report provides an up-to-date set of financial indices for Dutch transport emissions as well as a forecast of how these are likely to develop over the coming decades. The values assigned to emissions in this study are based on&amp;nbsp;the IMPACT External Costs Manual prepared by CE Delft in 2007 on a commission from the European Commission. The emission factors and data on vehicle occupation and loading are based on the CE study &amp;lsquo;STREAM&amp;rsquo;.]]></description>
			<pubDate>Tue, 09 Jun 2009 14:45:29 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Deliverables of IMPACT (Internalisation Measures and Policies for All external Cost of Transport)]]></title>
			<link>http://www.ce.nl/publicatie/deliverables_of_impact_%28internalisation_measures_and_policies_for_all_external_cost_of_transport%29/702</link>
			<guid>http://www.ce.nl/publicatie/deliverables_of_impact_%28internalisation_measures_and_policies_for_all_external_cost_of_transport%29/702</guid>
			<description><![CDATA[In the light of the Eurovignette Directive, the European Commission commis-sioned CE Delft to carry out a study on the internalisation of external costs of transport. External cost are cost related to noise, air pollution, accidents, conges-tion and climate change. The study IMPACT (Internationalisation Measures and Policies for All external Cost of Transport) shows that it is possible to estimate these costs in a consistent and scientifically sound way. In addition it concludes that there are important benefits to be expected when these costs are used as a basis for transport pricing, usually referred to as the 'Polluter pays principle'. IMPACT was carried out by CE Delft, INFRAS, Fraunhofer-ISI, University of Gdansk and IWW and resulted in three Deliverables. The first deliverable (D1 and published in December 2007) is a handbook providing a comprehensive overview of approaches for estimation of external costs. The second deliverable (D2 and published in July 2008) is on road transport infrastructure cost and reve-nue. The third deliverable of the IMPACT project (D3 and also published in July 2008) deals with internalisation measures and policy for all modes of transport and includes an assessment of the impacts of various internalisation approaches. D1 and D3 can also be found on the website of the European Commission as part of the package for greening transport published at the 8th of July 2008. The main recommendation from IMPACT is an amendment of the Eurovignet Di-rective on infrastructure charging for heavy goods vehicles. This Directive turns out to be a major obstacle for charging transport users for the external cost. The European Commission has followed this recommendation by presenting an amendment to the Directive at 8 July 2008. Together with the legislative pro-posal, the European Commission presented a strategy for internalisation the ex-ternal cost of all transport modes. Also this strategy is partly based on the results of IMPACT.]]></description>
			<pubDate>Fri, 03 Dec 2010 14:42:22 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<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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		<item>
			<title><![CDATA[Climate policy costing methodologies]]></title>
			<link>http://www.ce.nl/publicatie/climate_policy_costing_methodologies/784</link>
			<guid>http://www.ce.nl/publicatie/climate_policy_costing_methodologies/784</guid>
			<description><![CDATA[This study examines why studies to assess the cost effectiveness of policies addressing the climate impact of transport have yielded such widely different results to date. To this end, experts in the Netherlands were consulted and the national and international literature reviewed. Our analysis of the costing methodologies in use shows there are three types of choice having a major influence on results. The first concerns the perspective adopted. Are costs being considered from the perspective of the end user, society or government? Secondly, there are a series of choices to be made in calculating direct expenditures, with respect to depreciation rates and prior estimates of investments, among other things. Finally, there is a basic choice as to whether only direct expenditures are to be included, or a comprehensive welfare-economic analysis carried out. Are the welfare effects of behavioural change or additional externalities to be included, for instance?]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Traffic noise reduction in Europe]]></title>
			<link>http://www.ce.nl/publicatie/traffic_noise_reduction_in_europe/821</link>
			<guid>http://www.ce.nl/publicatie/traffic_noise_reduction_in_europe/821</guid>
			<description><![CDATA[At the request of T&amp;amp;E, the European federation for Transport and Environ-ment, CE Delft has investigated:

    the health effects of traffic noise;&amp;nbsp;
    the financial value of these health effects;&amp;nbsp;
    measures to reduce road and rail noise.

The results show that traffic noise increases the risk of health problems. Each year, over 245,000 Europeans could be afflicted with cardiovascular disease as a result of traffic noise. Around 20% of these run the risk of premature death due to a heart attack. A price tag can be put on the nuisance caused by this noise and the health effects to which it gives rise: in the EU the social costs associated with traffic noise are estimated to be around&amp;nbsp;&amp;euro; 40 billion a year. It is relatively straightforward to reduce traffic noise, by implementing the latest technical advances in car and tyre production and road construction.]]></description>
			<pubDate>Fri, 08 Oct 2010 12:44:24 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<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[Size, Structure and Distribution of Transport Subsidies in Europe]]></title>
			<link>http://www.ce.nl/publicatie/size%2C_structure_and_distribution_of_transport_subsidies_in_europe/539</link>
			<guid>http://www.ce.nl/publicatie/size%2C_structure_and_distribution_of_transport_subsidies_in_europe/539</guid>
			<description><![CDATA[In this study (commissioned by the European Environment Agency) CE Delft, Ecologic and TU Dresden have made an overview of transport subsidies in Europe. After collecting data on all kinds of fiscally relevant, transport-related subsidies, a lower bound for the overall level of European fiscal support to transport has been estimated. These kinds of support include direct grants but also excemptions for taxes or charges and public investments in infrastructure.]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +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[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>
		</item>
		
		        
		<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[Infrastructure expenditures and costs]]></title>
			<link>http://www.ce.nl/publicatie/infrastructure_expenditures_and_costs/405</link>
			<guid>http://www.ce.nl/publicatie/infrastructure_expenditures_and_costs/405</guid>
			<description><![CDATA[CE Delft and ECORYS have developed a methodology to monitor infrastructure expenditures in EU Member States and Switserland for all modes of transport. Moreover, the report has developed a methodology that enables a transparent and feasible move from statistics on infrastructure expenditures to statistics on infrastructure costs. The report has been commissioned by the European Commission, DG TREN.]]></description>
			<pubDate>Tue, 07 Apr 2009 15:11:55 +0200</pubDate>
			<category>Algemeen</category>
		</item>
		
		        
		<item>
			<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>
		</item>
		
		        
		<item>
			<title><![CDATA[Mobility value valued]]></title>
			<link>http://www.ce.nl/publicatie/mobility_value_valued/342</link>
			<guid>http://www.ce.nl/publicatie/mobility_value_valued/342</guid>
			<description><![CDATA[In its publication ‘Sustainable mobility - Ten per cent less is more!’ (in Dutch) the Rabo Bank has set out its vision of sustainable mobility, elaborating it in the form of a corporate case study. CE has reviewed the bank’s plans as well as the case study and has estimated the attendant social costs and benefits. The main conclusion is that there are indeed substantial benefits associated with the effects presumed by the bank, but that if these high ambitions are to materialise the envisaged array of measures requires further elaboration.]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
		</item>
		
		        
		<item>
			<title><![CDATA[Environmental data and policy on non-road transport modes]]></title>
			<link>http://www.ce.nl/publicatie/environmental_data_and_policy_on_non-road_transport_modes/478</link>
			<guid>http://www.ce.nl/publicatie/environmental_data_and_policy_on_non-road_transport_modes/478</guid>
			<description><![CDATA[In transport and environment policy the prime focus is on road transport. However, as environmental legislation is taking effect, the share of road transport in pollutant emissions is declining (with CO2 emissions as an important exception). For non-road modes developments in emissions policy are generally lagging behind and data are relatively scarce (especially on shipping). In this context, EEA has asked CE Delft to write this working paper on the main non-road transport modes: aviation, shipping (both sea and inland) and rail. This paper gives an overview of the environmental performance of these modes, lists policies to improve this performance and maps barriers that prevent a steady improvement of the environmental performance.]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
		</item>
		
		        
		<item>
			<title><![CDATA[The price of transport]]></title>
			<link>http://www.ce.nl/publicatie/the_price_of_transport/181</link>
			<guid>http://www.ce.nl/publicatie/the_price_of_transport/181</guid>
			<description><![CDATA[This study provides a detailed review of the structure and magnitude of the external costs of passenger and freight transport in the Netherlands and the extent to which these costs are covered by user charges. It thus provides potentially important input to pricing policy discussions and design. The report, an update of our 1999 study &iuml;&iquest;&frac12;Efficient prices for transport&iuml;&iquest;&frac12;, was written in close collaboration with the Free University, Amsterdam. The study was commissioned by the Dutch Transport ministry as part of the preparatory work for its new policy paper on transport mobility. The study, with 2002 as its reference year, covers all the main modes of passenger and freight transport by road, rail and inland waterway. It details all the various costs and charges associated with each and how these are currently allocated across user groups. The following costs were considered: infrastructure construction; infrastructure maintenance and operation; infrastructure land take (direct and indirect, incl. parking); traffic safety; climate change (CO2 emissions); air pollution (NOX, PM10, HC and SO2 emissions); and congestion. For each of these we calculated both the variable user costs, i.e. those that are a direct function of transport performance, and the total social costs. The variable costs are the key issue for government when it comes to using pricing policy to maximise social welfare. From this &iuml;&iquest;&frac12;efficiency&iuml;&iquest;&frac12; perspective, a user charge equal to the variable external costs of the transport mode in question is in order. As these costs vary substantially across vehicles and traffic situations, we calculated with best and worst case scenarios. In the case of total social costs, it is essentially the principle of &iuml;&iquest;&frac12;fairness&iuml;&iquest;&frac12; that is at stake and the degree to which these costs are passed on to user groups.  The main conclusion of the study is that there is not a single category of road or rail vehicle or inland shipping vessel that &iuml;&iquest;&frac12;pays its way&iuml;&iquest;&frac12; in terms of the total social costs to which it gives rise being fully recovered via user charges. Neither is there a single category of vehicle or vessel for which variable costs are fully covered by standing variable charges. This implies that the variable costs of all these means of transport would rise if the variable external costs were passed on to users. The only exception here is the best case scenario for petrol-fuelled passenger cars (no congestion, non-urban traffic, vehicle up to latest emission standards).]]></description>
			<pubDate>Thu, 18 Jun 2009 11:43:17 +0200</pubDate>
			<category>Algemeen</category>
		</item>
		
		        
		<item>
			<title><![CDATA[Operation and maintenance of freight transport infrastructureSub-study 2: Cost structures and levels]]></title>
			<link>http://www.ce.nl/publicatie/operation_and_maintenance_of_freight_transport_infrastructure%3Cbr%3Esub-study_2%3A_cost_structures_and_levels/351</link>
			<guid>http://www.ce.nl/publicatie/operation_and_maintenance_of_freight_transport_infrastructure%3Cbr%3Esub-study_2%3A_cost_structures_and_levels/351</guid>
			<description><![CDATA[This sub-study is part of an Interdepartmental Policy Study (IPS) on freight transport user charges, the main aim of which is to assess how the operation and maintenance (O&amp;M) costs of government-operated transport infrastructure can best be passed on to shippers using that infrastructure. The study covers road and rail transport and inland shipping. 

In this second sub-study the structure and level of the O&amp;M costs of infrastructure use are quantitatively analysed and costs allocated to road, railway and waterway users within the framework defined in the first sub-study. In doing so, three policy variants were considered:The zero scenario, providing a review of current infrastructure charges and a description of current policy in this area.A variant in which only user-variable costs are allocated to users.As variant 2, but with additional allocation of fixed costs (i.e. full allocation of all O&amp;M costs to users).

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
		</item>
		
		        
		<item>
			<title><![CDATA[Operation and maintenance of freight transport infrastructureSub-study 1: Definitions and pricing principles]]></title>
			<link>http://www.ce.nl/publicatie/operation_and_maintenance_of_freight_transport_infrastructure%3Cbr%3Esub-study_1%3A_definitions_and_pricing_principles/350</link>
			<guid>http://www.ce.nl/publicatie/operation_and_maintenance_of_freight_transport_infrastructure%3Cbr%3Esub-study_1%3A_definitions_and_pricing_principles/350</guid>
			<description><![CDATA[This sub-study is part of an Interdepartmental Policy Study (IPS) on freight transport user charges, the main aim of which is to assess how the operation and maintenance (O&amp;M) costs of government-operated transport infrastructure can best be passed on to shippers using that infrastructure. The study covers road and rail transport and inland shipping. 

In this first sub-study certain basic concepts such as ‘user-variable’ are defined. There is also a qualitative discussion of a number of pricing principles that might serve as a framework for possible allocation of O&amp;M costs to infrastructure users. Finally, three policy variants are defined that are elaborated and quantified in the rest of the IPS:The zero scenario, providing a review of current infrastructure charges and a description of current policy in this area.A variant in which only user-variable costs are allocated to users.As variant 2, but with additional allocation of fixed costs (i.e. full allocation of all O&amp;M costs to users).
  
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
		</item>
		
		        
		<item>
			<title><![CDATA[Marginal costs of infrastructure use – towards a simplified approach]]></title>
			<link>http://www.ce.nl/publicatie/marginal_costs_of_infrastructure_use_%96_towards_a_simplified_approach/456</link>
			<guid>http://www.ce.nl/publicatie/marginal_costs_of_infrastructure_use_%96_towards_a_simplified_approach/456</guid>
			<description><![CDATA[The main objective of this study carried out for DG TREN was to make the methodology to calculate marginal social costs easier accessible and more transparent to a broader group of users than just the inner circle of economist and transport experts involved in the research so far. The study covers three transportmodes (road, rail and aviation) and the following cost categories: infrastructure, air pollution, noise, accidents, congestion and scarcity. The study consists of two parts: (1) an overview of theoretical approaches and cost drivers and (2) an overview of simplified approaches to estimate marginal costs.]]></description>
			<pubDate>Wed, 08 Apr 2009 12:27:34 +0200</pubDate>
			<category>Algemeen</category>
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