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    	<title>CE Delft - Transport and Climate Policy</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=282" 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[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[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[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[Improving the energy efficiency of the petroleum industry in the Netherlands]]></title>
			<link>http://www.ce.nl/publicatie/improving_the_energy_efficiency_of_the_petroleum_industry_in_the_netherlands/1177</link>
			<guid>http://www.ce.nl/publicatie/improving_the_energy_efficiency_of_the_petroleum_industry_in_the_netherlands/1177</guid>
			<description><![CDATA[As part of the Multi-Year Agreement on Energy Efficiency for EU ETS industries (MEE) the Netherlands&amp;rsquo; five refineries, organised in the Netherlands Petroleum Industry Association VNPI, have agreed to review options for improving the energy efficiency of their operations. To this end three studies have been carried out, together covering the entire oil supply chain occurring in the Netherlands. 

The present report, prepared at the request of NL Agency, integrates the results of these three studies. It provides a comprehensive picture of potential energy savings in the oil supply chain, insight into the feasibility of the aspirations of the MEE agreement and a review of the steps that can be taken to realise the theoretical savings potential. In this study the total cost-effective savings potential is estimated at approx. 28 PJ, or around 19% of total refinery energy consumption. The measures offering greatest potential are various options for improving the energy efficiency of refinery operations, cogeneration at refineries, supply of CO2 and heat from refineries and hydrogen facilities, and use of biomass as a fuel feedstock at refineries.

The conclusion to emerge is that it will be difficult but not entirely impossible to secure the MEE target of a 20% improvement in energy efficiency. All the cost-effective measures identified will then need to be implemented, however, and the respective savings potential estimated for each must indeed be achieved.]]></description>
			<pubDate>Fri, 26 Aug 2011 14:28:00 +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[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[Improvements in the petroleum chainImproving the energy efficiency of the petroleum chain, outside refineries]]></title>
			<link>http://www.ce.nl/publicatie/improvements_in_the_petroleum_chain%3Cbr%3Eimproving_the_energy_efficiency_of_the_petroleum_chain%2C_outside_refineries/1107</link>
			<guid>http://www.ce.nl/publicatie/improvements_in_the_petroleum_chain%3Cbr%3Eimproving_the_energy_efficiency_of_the_petroleum_chain%2C_outside_refineries/1107</guid>
			<description><![CDATA[In this study we identify ways in which the energy efficiency of the petroleum industry production chain can be improved in the Netherlands, outside refineries. The study was carried out in the framework of the Long-Term Agreement on Energy Efficiency for EU ETS industries (the so-called &amp;lsquo;MEE-covenant&amp;rsquo;) at the request of the VNPI with support from Agentschap NL.

To this end the scope for energy-saving during storage, transhipment and transport of the crude oil and petroleum products was investigated. The study also considered the potential for renewable energy generation at tank and storage facilities, heat and CO2 supply from refineries and use of biomass at refineries.

The greatest abatement potential was found to lie with CO2 and heat supply from refineries and use of biomass in refining processes. In other processing steps the scope for efficiency improvement may be as much as several dozen per cent of specific energy consumption, but over the entire chain this potential is limited. It is recommended to elaborate the Top 3 measures further and examine the scope for implementing them in&amp;nbsp; greater detail.]]></description>
			<pubDate>Fri, 03 Dec 2010 08:58:07 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Better high-efficiency incineration than incineration close to homeHow much waste transportation is useful for improving energy efficiency?]]></title>
			<link>http://www.ce.nl/publicatie/better_high-efficiency_incineration_than_incineration_close_to_home%3Cbr%3Ehow_much_waste_transportation_is_useful_for_improving_energy_efficiency/1106</link>
			<guid>http://www.ce.nl/publicatie/better_high-efficiency_incineration_than_incineration_close_to_home%3Cbr%3Ehow_much_waste_transportation_is_useful_for_improving_energy_efficiency/1106</guid>
			<description><![CDATA[With municipal solid waste the aim is to restrict the volume (prevention) and recycle as much as possible. But even then there is still a considerable volume to be incinerated, with energy being recuperated in the process.

The Netherlands&amp;rsquo; ten operational municipal waste incinerators differ widely in terms of efficiency, with the best recuperating around twice as much energy from the waste as the worst. For much of the country the best-performing units are often relatively far away, though. Many local authorities therefore face the dilemma of whether to process their waste close to home or further away, at more efficient incinerators. In this study the CO2 benefits of higher energy efficiency are weighed up against the CO2 &amp;lsquo;costs&amp;rsquo; of additional transport (by road, rail or water). The main conclusion is that differences in energy efficiency knock on far more in overall CO2 performance than differences in transport distances. The study was conducted for SITA.]]></description>
			<pubDate>Fri, 03 Dec 2010 14:27:25 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[BUBE: Better Use of Biomass for EnergyBackground Report to the Position Paper of IEA REDT and IEA Bioenergy]]></title>
			<link>http://www.ce.nl/publicatie/bube%3A_better_use_of_biomass_for_energy%3Cbr%3Ebackground_report_to_the_position_paper_of_iea_redt_and_iea_bioenergy/1104</link>
			<guid>http://www.ce.nl/publicatie/bube%3A_better_use_of_biomass_for_energy%3Cbr%3Ebackground_report_to_the_position_paper_of_iea_redt_and_iea_bioenergy/1104</guid>
			<description><![CDATA[This report aims to provide a document that gives guidance on the issue of biomass energy policies in OECD countries. How can the use of biomass for energy be improved, in order to make better use of sustainable biomass potential and increase the positive and reduce the negative impacts?&amp;nbsp;

The first step in the biomass-to-energy chain is supply and production of the biomass. These processes can be improved by various means, in particular by improving domestic supply and trade and reducing the environmental impact of biomass production. The use of land for bioenergy crop cultivation and any associated land use changes are key to the environmental performance of bioenergy, its socio-economic impacts and competition with food and feed. The second step is conversion and use. The key issues for improving these steps in the biomass-to-bioenergy chain are improving the efficiency of conversion and use and using low-carbon auxiliary energy sources in the processes. To support policy-makers in their efforts to improve policies related to biomass for energy, the report also provides a list of criteria for better use of biomass for this purpose.

This study was jointly commissioned by IEA RETD and IEA Bioenergy. The main conclusions and messages from this project were published in a joint IEA RETD and IEA Bioenergy Position Paper and presented at the COP15 in December 2009. This paper can be downloaded here and at www.iea-retd.org.


&amp;nbsp;]]></description>
			<pubDate>Tue, 21 Dec 2010 15:17:30 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[EU Transport GHG: Routes to 2050?]]></title>
			<link>http://www.ce.nl/publicatie/eu_transport_ghg%3A_routes_to_2050/1066</link>
			<guid>http://www.ce.nl/publicatie/eu_transport_ghg%3A_routes_to_2050/1066</guid>
			<description><![CDATA[Even if full use is made of all the available technical options, in the next forty years there will be scarcely any decline in European transport CO2 emissions relative to 1990 levels. Although cleaner engines, electric vehicles and biofuels will all help reduce emissions, these efforts will be rendered virtually ineffective by the projected growth of the fleet itself. 

Reducing the carbon emissions of passenger and freight transport is proving to be one of toughest challenges of European climate policy. While the emissions of industry, power generation and agriculture are already declining, thanks to energy efficiency measures and a tightening of legislation, among other things, transport forecasts indicate an enormous further rise in mobility over the coming decades, with attendant spiralling CO2 emissions.

Against this backdrop the European Commission commissioned a consortium, including CE Delft, to review and crunch the numbers of all the available policy options, in a drive to ensure the transport sector does not thwart the EU&amp;rsquo;s long-term ambition to cut CO2 emissions by 80-95% by the year 2050. 

The study was conducted at the request of the European Commission, DG Climate Action (until last year, DG Environment). The research team was led by AEA and also comprised CE Delft, ISIS, Milieu and TNO.]]></description>
			<pubDate>Wed, 22 Sep 2010 10:17:18 +0200</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[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[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[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[Better Use of Biomass for Energy]]></title>
			<link>http://www.ce.nl/publicatie/better_use_of_biomass_for_energy/1059</link>
			<guid>http://www.ce.nl/publicatie/better_use_of_biomass_for_energy/1059</guid>
			<description><![CDATA[What are the opportunities for bio-energy to achieve greenhouse gas reduction? Which opportunities offers bio-energy in a sustainable optimum use? These are the key questions in a study whose results are presented during the climate summit in Copenhagen. The conclusion is that there is a large number of possibilities for better use of biomass for energy both on the supply side and production of biomass and also in the conversion to a finished product (electricity, heat, transport, etc.).
Clients of this study were the International Energy Agency (IEA) Renewable Energy Technology Deployment (retd) and IEA Bio-energy. 
The study was conducted in cooperation with the &amp;Ouml;ko Institut, AIDEnvironment and the Clingendael International Energy Program. Shortly, the background document will be published. 
You can download the Position Paper en de Presentation presented on the Copenhage summit.]]></description>
			<pubDate>Tue, 15 Jun 2010 14:16:19 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<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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		<item>
			<title><![CDATA[New Roads for Transport]]></title>
			<link>http://www.ce.nl/publicatie/new_roads_for_transport/984</link>
			<guid>http://www.ce.nl/publicatie/new_roads_for_transport/984</guid>
			<description><![CDATA[Under a recently adopted European directive, 10% of the Netherlands&amp;rsquo; transport fuels must be renewably sourced by the year 2020. Biofuels are the only renewable option that have been rolled out to date, but over the past few years there have been growing doubts as to their sustainability. This led the Dutch section of Friends of the Earth International, Milieudefensie, to ask CE Delft to review other available options and elaborate an alternative scenario for securing the 10% transport energy target. 

This study indicates that renewably powered electric transport could represent a serious option for the Netherlands to comply with its EU obligations. This will require major efforts as well as technological breakthroughs, though. As at present, biofuels produced from used chip fat can also make a small contribution.

Other options like switching from car transport to electrically powered bicycle can yield substantial CO2 gains, as can switching to tram and metro. This will do little to help achieve the 10% target, however, which relates to the share of renewables rather than to CO2 emission cuts. Slowing the growth of transport energy demand is another way to achieve major CO2 cuts, in fact more so than by securing the 10% renewable energy target. ]]></description>
			<pubDate>Tue, 18 May 2010 09:58:19 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[New energy for the fishing industry ]]></title>
			<link>http://www.ce.nl/publicatie/new_energy_for_the_fishing_industry_/943</link>
			<guid>http://www.ce.nl/publicatie/new_energy_for_the_fishing_industry_/943</guid>
			<description><![CDATA[Background
Fishing vessels, notably the large North Sea trawlers that fish for plaice and sole, gasoline guzzlers. One way to curb their fuel consumption &amp;ndash; both for financial and energy transition/climate reasons &amp;ndash; is to use alternative energy sources. This report, which was commissioned by InnovationNetwork, explores the opportunities for generating various forms of energy on board. The result is a number of promising options that could be developed further. Clearly, there are other options for reducing fuel consumption, such as alternative fishing techniques, but these were not examined in this report.


Wind
Until the advent of steamships and motorized vessels, wind was the main source of energy in the fishing industry. Modern fishing techniques, however, rely on the greater power generated by the engines of today, so a straightforward return to traditional sailing ships is not possible.
Besides traditional sails, other techniques for harvesting wind energy include the kite, the Flettner rotor and the wind turbine. The kite appears to be the most promising option in the mid-term, while sails too may prove viable. In the longer term the Flettner rotor may also become interesting. Kites and Flettner rotors can probably be fitted with only minimal modifications to the ship&amp;rsquo;s design. All three options can in principle make a significant contribution to the propulsion of the vessel.

Sun
Solar energy can be harnessed with solar panels. This is an already known technology that is still undergoing further development. It is applied on a very small scale on ships. Given the currently high costs and low potential, this technology does not seem immediately suitable. Another solar energy option is Concentrated Solar Power, where mirrors are used to concentrate sunlight. However, the constant motion of the ship rules out the on-board application of this technology at the present moment.

Water
Energy can also be extracted from water, e.g. from tides and waves17(*). Existing ideas for harnessing the movement of water on board are still in their infancy. These are long-term options and further research is necessary to quantify their potential and develop the technologies.

Other energy sources
Two technologies that come under none of the above headings involve generating energy from gravity and from water discharges. The gravity option involves storing the energy released when nets are lowered; with the water discharge option, small turbines are placed in the conduits for discharging water. The potential of both technologies is limited, but they
have the advantage of only requiring minor modifications on board the fishing vessels.

Which options are recommended?
All technologies were tested against two criteria:
1. Can they generate a significant amount of energy?
2. Are they practicable solutions for application on board beam trawlers?
In addition, we looked at the time scale within which the technologies
could be made available to the fishing industry. Some of the technologies
are immediately available, some are still being developed, and some are still
in their infancy.

We conclude that the following options could lead to significant fuel savings
and thus help to achieve InnovationNetwork&amp;rsquo;s objective:
- Sail (medium to long term).
- Kite (medium term).
- Flettner rotor (long term).

The kite probably offers the best opportunities in the medium term, so the
advice is to explore this option further and to see whether a pilot project can
be carried out. The two other alternatives, notably sail, also seem promising
in the longer term and merit further research.

The following options probably have a fairly limited potential, but the
uncertainties over their potential and practicability are still substantial:
- Energy from water movement (long term).
- Energy from vessel movement (long term).

(*) Another technology for generating energy from sea water is to make use of differences in temperature between deep and surface water. However, the differences in temperature in the North Sea are too small for this.
]]></description>
			<pubDate>Tue, 08 Mar 2011 10:18:53 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Air travel has major environmental impacts (Hoe groen kunnen we vlliegen)]]></title>
			<link>http://www.ce.nl/publicatie/air_travel_has_major_environmental_impacts_%28hoe_groen_kunnen_we_vlliegen%29/967</link>
			<guid>http://www.ce.nl/publicatie/air_travel_has_major_environmental_impacts_%28hoe_groen_kunnen_we_vlliegen%29/967</guid>
			<description><![CDATA[Conclusions of the study 'Hoe groen kunnen we vliegen?&amp;quot;
Air travel generates noise, causes air pollution and contributes to global warming. Without additional policy measures, the share of aviation in each of these problems will continue to rise in the years ahead, even though a reduction in greenhouse gas emissions is essential to combat climate change.
See also the report in Dutch.]]></description>
			<pubDate>Tue, 08 Mar 2011 10:27:59 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[GHG reduction in transport: an expensive option?]]></title>
			<link>http://www.ce.nl/publicatie/ghg_reduction_in_transport%3A_an_expensive_option/999</link>
			<guid>http://www.ce.nl/publicatie/ghg_reduction_in_transport%3A_an_expensive_option/999</guid>
			<description><![CDATA[On behalf of the Joint Transport Research Centre Working Group on Greenhouse Gas Reduction Strategies for the Transport Sector (which is part of OECD&amp;rsquo;s International Transport Forum), CE Delft has examined abatement costs for measures in the transport sector compared to costs in other sectors. 
A series of large studies on GHG abatement costs has been investigated, especially in the EU, the USA and on a global level. These show that, compared to other sectors, the transport sector has a significant reduction potential available at negative abatement costs. Especially for the longer term (2030) the total reduction potential with GHG abatement costs below e.g. 20 or 40 &amp;euro;/ton CO2 eq. is not only a significant share of the total emissions of the transport sector, but also substantial in absolute terms compared to reduction potentials available in the same cost range in other sectors. Compared to other sectors technical measures in the transport sector do tend to require relatively large up-front capital investments per tonne of GHG reduction.
The review presented in this report has also provided a range of insights regarding methodological and other aspects that influence the outcome and comparability of GHG abatement cost estimates. Given the inherent uncertainties in (ex ante) technology cost estimates and the impact of parameter variations, abatement cost figures should not be expected to have much more than a single digit accuracy. This means that only the order of magnitude (is it -10, 0, 10, 25 or 100 &amp;euro;/tonne) can be considered significant or meaningful.]]></description>
			<pubDate>Tue, 01 Mar 2011 15:17:49 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<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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		<item>
			<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[Emissions trading and fuel efficiency in road transport, An analysis of the benefits of combining instruments]]></title>
			<link>http://www.ce.nl/publicatie/emissions_trading_and_fuel_efficiency_in_road_transport%2C_an_analysis_of_the_benefits_of_combining_instruments/854</link>
			<guid>http://www.ce.nl/publicatie/emissions_trading_and_fuel_efficiency_in_road_transport%2C_an_analysis_of_the_benefits_of_combining_instruments/854</guid>
			<description><![CDATA[Despite EU and national climate policies, CO2-emissions in the transport sec-tor have grown steadily in the past decades, whereas many other sectors have managed to reduce emissions. Reason for the Swedish Environmental Protection Agency, Naturv&aring;rdsverket, to commission CE Delft to analyse a potential solution to this problem. 
The report starts with a literature overview on emissions trading in the road transport sector. Two systems are assessed: emissions trading as part of the EU ETS or as a separate system. Then, the potential drawbacks and benefits of a combination of emissions trading with CO2 emission regulation for new passenger cars are analysed. It is concluded that the combination of these policy measures has significant advantages. Fuel efficiency improvements in passenger cars are a relatively cost-effective measure to reduce emissions, with significant CO2 reduction potential. However, due to temporal myopia of car buyers, this measure is insufficiently addressed by price incentives created by emissions trading. At the same time, an emissions trading system can be complementary to fuel efficiency regulation, as it can alleviate a number of disadvantages of regulation.

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Emissions trading and road vehicle emission standards ]]></title>
			<link>http://www.ce.nl/publicatie/emissions_trading_and_road_vehicle_emission_standards_/954</link>
			<guid>http://www.ce.nl/publicatie/emissions_trading_and_road_vehicle_emission_standards_/954</guid>
			<description><![CDATA[While other sectors have managed to reduce their CO2 emissions over the past few decades, road transport emissions have consistently risen. This prompted the Swedish environmental protection agency Naturv&amp;aring;rdsverket to ask CE Delft to carry out a study on how this issue can be resolved. 

To this end, CE Delft examined the strengths and weaknesses of emissions trading for road transport, and the pros and cons of combining such a policy with CO2 emission standards for cars. From the results it emerges that combining the two strategies has considerable advantages, as they cancel out each others drawbacks. Thus, while CO2 emission standards for cars lead to no reduction in overall emissions, they do provide a strong incentive for buying fuel-efficient vehicles. What emissions trading does is put a cap on aggregate emissions. However, if this were adopted as an isolated policy, there would no longer be any incentive to buy fuel-efficient vehicles, even though this would then lead to major environmental gains. ]]></description>
			<pubDate>Fri, 28 Aug 2009 09:37:40 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Implications for Flanders of policies addressing the greenhouse gas and acidifying emissions of international shipping]]></title>
			<link>http://www.ce.nl/publicatie/implications_for_flanders_of_policies_addressing_the_greenhouse_gas_and_acidifying_emissions_of_international_shipping/863</link>
			<guid>http://www.ce.nl/publicatie/implications_for_flanders_of_policies_addressing_the_greenhouse_gas_and_acidifying_emissions_of_international_shipping/863</guid>
			<description><![CDATA[In collaboration with Resource Analysis of Antwerp, CE Delft has analysed the economic effects of several scenarios for reducing emissions of CO2 and acidifying air pollutants by international shipping. This report comprises the following elements:

    Analysis of the importance of the maritime sector for Flanders and forecasts of sectoral growth.
    Analysis and selection of policy options for reducing CO2 emissions and policy options for reducing NOX and SO2 emissions.
    Projections of likely NOX and SO2 emissions as a function of antici-pated trends in fleet size and traffic volumes and implementation of a range of technologies.
    Analysis of the economic impacts of the CO2 and air pollutant emission abatement measures investigated on the Flemish maritime sector and the Flemish economy.

The study shows that costs are governed by the magnitude of the cuts in air pollutant emissions by ocean-going vessels. Scenarios in which emissions are reduced by several dozen percentage points lead to scarcely any extra costs. If emissions are to be cut by 80% or more, though, costs per tonne-km may rise by around 6-8%. This may lead to a 1-2% decline in demand.   Including intercontinental maritime transport in the European Emissions Trad-ing Scheme (ETS) may affect the energy efficiency of other sectors in the scheme. To limit the cost to industry as well as impacts on the competitiveness of certain sectors, redistribution of the ensuing revenue may be advisable.  Including maritime transport in the ETS and the same holds for measures addressing air pollution from this source, to the extent that these involve variable costs will have an impact on the competitiveness of Flemish ports. Par-ticularly at the ports of Zeebrugge and Ostend (active in the RoRo market to and from the UK) there is likely to be a competitive disadvantage. This may lead to a shift in traffic from North Sea ports (Zeebrugge, Ostend) to Channel ports (Calais, Boulogne). The same may hold for Antwerp vis-a-vis Rotterdam when it comes to intercontinental traffic.   Including the maritime sector in the ETS will, like tougher emission limits, have an impact on the competitiveness of Short Sea Shipping relative to road transport. The extent of the extra costs will depend very much on the price of ETS carbon credits or technical measures and whether or not the proceedings from the auctioning of emission rights are ploughed back to the sector.]]></description>
			<pubDate>Fri, 04 Dec 2009 13:57:11 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[An alternative to 5.75% biofuels in 2010]]></title>
			<link>http://www.ce.nl/publicatie/an_alternative_to_5.75%25_biofuels_in_2010/838</link>
			<guid>http://www.ce.nl/publicatie/an_alternative_to_5.75%25_biofuels_in_2010/838</guid>
			<description><![CDATA[Over the last few years doubts have arisen about whether the current genera-tion of biofuels indeed lead to environmental gains. The Netherlands Society for Nature and Environment (Stichting Natuur en Milieu) therefore commis-sioned CE Delft to assess whether greater benefits can be achieved at similar cost using alternative measures.   Increasing the share of biofuels to 5.75% is anticipated to cost the average motorist about 3 to 4 eurocents per litre fuel in 2010. Lowering this figure to 2.5% would make the biofuels programme around 260 million euro cheaper. At the heart of the alternative package is to use 200 million of these savings for a different set of climate protection measures. These funds can be col-lected by the government by retaining the official target of 5.75% of current biofuels policy but augmenting it with introduction of an attractive buy-out scheme for oil companies for sales over and above 2.5%.  The main elements of the proposed alternative policy package are electrically powered vehicles, use of wood as a refinery feedstock, sustainable bio-electricity, offshore wind power, concentrated solar thermal power in Morocco, blue energy (from mixing fresh and salt water) and research into second-generation biofuels.  The alternative package reduces competition between fuel and food. It also leads to at least 1.4 Mt greater savings on greenhouse gas emissions than 5.75% biofuels. Finally, the alternative package means greater investments in the transition to a sustainable energy supply.   Europe  If the target for the share of biofuels were lowered to 2.5% in 2010 across the European Union, the budget available for alternative policies would be an es-timated 6.2 billion euro a year. If that budget were used to promote electric transport, sustainable bio-electricity, offshore wind power, energy from waste, concentrated solar power in North Africa and research on second-generation biofuels, it would probably lead to at least 30 Mt greater savings on CO2 emis-sions than the EU&amp;rsquo;s current biofuels programme.]]></description>
			<pubDate>Thu, 16 Apr 2009 11:21:05 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<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>
		</item>
		
		        
		<item>
			<title><![CDATA[Review of the Indirect Effects of Biofuels]]></title>
			<link>http://www.ce.nl/publicatie/review_of_the_indirect_effects_of_biofuels/823</link>
			<guid>http://www.ce.nl/publicatie/review_of_the_indirect_effects_of_biofuels/823</guid>
			<description><![CDATA[Earlier this year, the UK Renewables Fuels Agency (RFA) was asked to undertake a Re-view of the Indirect Effects of Biofuels. Various reports had been published that suggested that an increasing demand for biofuels might indirectly cause carbon emissions because of land use change, and concerns were raised that it may also be causing food commodity price increases. RFA then commissioned a number of studies to collect evidence for this review. CE Delft contributed to this review, also known as the Gallagher report, with two studies.   Estimating indirect land use impacts from by-products utilization This analysis focuses on the utilization of by-products from so-called first generation biofu-els production technologies as feed and as fuel: &amp;bull; Application as feed avoids cultivation of primary feed crops such as soy, wheat and corn and thus reduces area requirement for cultivation of these crops. Reduction in area requirement might in a marginal case also mean avoiding deforestation for creation of extra agricultural area. &amp;bull; By-products utilization as fuel will avoid fossil fuel consumption and related GHG-emissions.  We estimated that when applied as feed, the total amount of 60 &amp;ndash; 115 Mtonnes/a of wheat and corn DG  and rape seed meal can compete with soy meal as a protein source and with locally produced wheat and corn as energy sources. DG&amp;rsquo;s and rape meal quality and the size of the global feed market do not seem to be a limiting condition for feed application of the entire amount of by-products in any of E4Tech&amp;rsquo;s scenario&amp;rsquo;s.  Agricultural land availability and demand in 2020 This report addresses the following issues:  &amp;bull; Current and anticipated future drivers and demand (to 2020) for land and feedstock for food, feed and other commodities. &amp;bull; Global agricultural land availability. &amp;bull; The demand and availability of agricultural land for biofuels in 2020 The report shows that food and feed production are the main sources of demand for agricultural land, and it is expected that the demand for agricultural crops for food and feed will increase significantly in the next decades. Despite an increase of agricultural yields, the agricultural land demand for food and feed is expected to grow by 200-500 Mha until 2020.Current biofuels production may also increase significantly in the next decade. The global biofuel scenarios developed in the framework of this RFA review result in a land use in 2020 that varies between 73 and 276 Mha.]]></description>
			<pubDate>Thu, 16 Apr 2009 11:19:45 +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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		<item>
			<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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		<item>
			<title><![CDATA[CO2 emissions of Amsterdam boroughs]]></title>
			<link>http://www.ce.nl/publicatie/co2_emissions_of_amsterdam_boroughs/830</link>
			<guid>http://www.ce.nl/publicatie/co2_emissions_of_amsterdam_boroughs/830</guid>
			<description><![CDATA[This brief report presents energy consumption and CO2 emissions data for each of Amsterdams boroughs (stadsdelen), for households and for trade and industry. These research results, from the report Building blocks for Amsterdams CO2 abatement programme (in Dutch), have been brought together separately to give borough environmental policy coordinators a handy refer-ence document. As such, it is more of an extract from the main report rather than an independent research result.]]></description>
			<pubDate>Wed, 28 Apr 2010 13:18:32 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[The 'planet' side of sustainable mobility]]></title>
			<link>http://www.ce.nl/publicatie/the_planet_side_of_sustainable_mobility/760</link>
			<guid>http://www.ce.nl/publicatie/the_planet_side_of_sustainable_mobility/760</guid>
			<description><![CDATA[Under the Transumo umbrella (TRANsition to SUstainable Mobility, www.transumo.nl).) various consortiums of knowledge centres, industries and government agencies are implementing projects relating to the transition towards sustainable forms of transport mobility. Among the vast potential array of strategies available to this end, Transumo is concerned specifically with, first, measures to improve transport system efficiency, second, far-reaching changes (transitions) in the physical and organisational structure of the transport system and, third, measures that can help control and manage spiral-ling demand for transport.   Sustainability is held to have three key aspects: people, planet and profit/prosperity. The Transumo organisation has noted that in a number of cases the contribution of the solutions developed in its projects to sustainability targets vis-&iuml;&iquest;&frac12;-vis &iuml;&iquest;&frac12;the planet&iuml;&iquest;&frac12;, i.e. the environment and living nature, is insufficiently clear. To improve this situation, at the request of Transumo CE Delft has elaborated a vision of the &iuml;&iquest;&frac12;planet&iuml;&iquest;&frac12; side of sustainable mobility in more concrete detail and developed, in collaboration with the Transumo offices, a bottom-up vision that challenges Transumo projects to make their contribution to securing &iuml;&iquest;&frac12;planet&iuml;&iquest;&frac12; objectives more transparent and, where necessary, to improve it. The main elements of this vision vis-&iuml;&iquest;&frac12;-vis &iuml;&iquest;&frac12;the planet&iuml;&iquest;&frac12; are explicit mention of different dimensions and aspects, a listing of specific targets for these, and quantification of the contribution to be made by solutions in the Transumo domain to achieving these sustainability targets (i.e. supplementing measures in other domains, such as clean and fuel-efficient cars).]]></description>
			<pubDate>Tue, 08 Mar 2011 15:03:15 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<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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		<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[ETBE and Ethanol: A Comparison of CO2 savings]]></title>
			<link>http://www.ce.nl/publicatie/etbe_and_ethanol%3A_a_comparison_of_co2_savings/716</link>
			<guid>http://www.ce.nl/publicatie/etbe_and_ethanol%3A_a_comparison_of_co2_savings/716</guid>
			<description><![CDATA[More and more attention is currently given to the sustainability of biofuels. Especially the greenhouse gas (GHG) reduction that is achieved with different biofuels is getting increased attention. GHG savings may vary significantly for different biofuels, and the EU and several Member States are looking for options to differentiate between biofuels according to their actual GHG savings. The European Fuel Oxygenates Association (EFOA) now wants to draw attention to an omission of current life cycle analyses (LCAs). LCA studies, even detailed well-to-wheel analyses, assume that ETBE and bio-ethanol replace MTBE and/or gasoline, and that the base gasoline is not changed. In reality, however, refiners will adjust their refinery operation when bio-ethanol or ETBE is added, because of the different characteristics of these products. EFOA has therefore asked CE Delft to conduct a study to investigate this issue. The study looks at two scenarios: substitution of MTBE and gasoline components a) by 5 vol% ethanol, or b) by an equivalent amount of ETBE. The GHG emissions of these scenarios were compared with each other, and with the emissions of the reference situation in which no ethanol is used. For the calculations a refinery model was set up, based on data and information from literature. The results indicate that the net effect of these refinery modifications on the GHG emissions is positive, i.e. GHG emissions reduce in both cases. The emission reduction is significant in the case of ETBE. This is mainly due to the high RON of ETBE, which allows for less severe process conditions in the refinery processes and hence lower energy consumption. This advantage for ETBE is to some extent undone by the higher GHG emissions related to production of ETBE and the production of extra isobutylene. We recommend to consider including this effect in the biofuel CO2 tools currently being developed, and to include an estimate of effects on refinery operations in future LCAs on ethanol and ETBE.]]></description>
			<pubDate>Wed, 28 Apr 2010 11:31:10 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<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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		<item>
			<title><![CDATA[Building blocks for Amsterdamï¿½s CO2 reduction programme]]></title>
			<link>http://www.ce.nl/publicatie/building_blocks_for_amsterdam%EF%BF%BDs_co2_reduction_programme/754</link>
			<guid>http://www.ce.nl/publicatie/building_blocks_for_amsterdam%EF%BF%BDs_co2_reduction_programme/754</guid>
			<description><![CDATA[The Amsterdam local authority has set itself the target of reducing the city&iuml;&iquest;&frac12;s annual CO2 emissions by 40% in 2025 compared with 1990 and making the municipal organi-sation carbon-neutral by 2015. These are ambitious targets that demand a vigorous and efficient strategy. CE Delft was commissioned by the authority to review the city&iuml;&iquest;&frac12;s carbon emissions in 1990 and 2006 and make a projection for 2025, in each case providing a sectoral breakdown. In addition. an extensive list of possible measures was drawn up (the so-called &iuml;&iquest;&frac12;long list&iuml;&iquest;&frac12;), indicating their potential contribution to securing the target, their lead time and their cost-effectiveness. On this basis it was concluded that the envisaged target is feasible, but that it will require a maximum effort from all parties. Securing it will depend in part on how successful national and European climate policies prove to be and will require the active participation of the city&iuml;&iquest;&frac12;s businesses and citizens. It is as yet impossible to identify concrete reduction measures for securing the full tar-get, but given the project&iuml;&iquest;&frac12;s horizon this is not yet necessary, for innovation is still taking place. What is important is that concrete steps be taken as soon as possible to reverse the upward trend in carbon emissions over the past 15 years and start making substan-tial cuts. Finally, recommendations are made for a monitoring strategy for the CO2 reduction programme, allowing progress to be followed and assessed from time to time and due corrective action to be taken should this prove necessary.]]></description>
			<pubDate>Fri, 08 Oct 2010 11:07:41 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Price effects of incorporation of transportation into EU ETS]]></title>
			<link>http://www.ce.nl/publicatie/price_effects_of_incorporation_of_transportation_into_eu_ets/712</link>
			<guid>http://www.ce.nl/publicatie/price_effects_of_incorporation_of_transportation_into_eu_ets/712</guid>
			<description><![CDATA[CO2 emissions from transport are steadily increasing, despite implementation of a number of CO2 mitigation policy measures. A potential new policy measure for CO2 mitigation in the transport sector is CO2 emission trading. In this report the consequences of including the European transport sector in the EU Emission Trading Scheme (ETS) were assessed. The report was commissioned by the VROM Council (VROM-Raad), also on behalf of the Dutch Energy Council (AER) and the Council for Transport and Public Works (Raad voor Verkeer en Waterstaat).  First, the effect of integrating transport in the current EU ETS on the price of tradable EU allowances (EUa) was determined, for two different scenarios. Second, an indication was given of the effects of this CO2 price increase on competitiveness of the European industry and electricity sector. The results provide a first insight into the effects on EUa price that this policy option could have, and indicate that this might be a viable option for the future. However, as this was only a rough analysis, we also provide a number of recommendations for further research into this topic.]]></description>
			<pubDate>Thu, 19 Mar 2009 13:24:18 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Climate change: causes, consequences and solutions]]></title>
			<link>http://www.ce.nl/publicatie/climate_change%3A_causes%2C_consequences_and_solutions/610</link>
			<guid>http://www.ce.nl/publicatie/climate_change%3A_causes%2C_consequences_and_solutions/610</guid>
			<description><![CDATA[Climate change is an urgent and complex problem of concern to people across the world. This report provides scientific background to Climate Quest, an on-line gaming portal for young people and teachers designed to raise awareness about climate change and promote solutions to the problem. Climate Quest was commissioned by UNESCO, the United Nations Educational, Scientific and Cultural Organisation. This background document was jointly written by CE Delft, RPS, and SME Advies.]]></description>
			<pubDate>Fri, 08 Oct 2010 11:15:31 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Green4sure; A Green Energy Plan*]]></title>
			<link>http://www.ce.nl/publicatie/green4sure%3B_a_green_energy_plan%2A/550</link>
			<guid>http://www.ce.nl/publicatie/green4sure%3B_a_green_energy_plan%2A/550</guid>
			<description><![CDATA[On June 5th Dutch environment minister Jacqueline Cramer was presented with the final report of Green4sure, a plan to halve the Netherlands’ carbon dioxide emissions by 2030. This comprehensive and ambitious plan has been elaborated by CE Delft at the request of six of the country’s major trades unions and environmental NGOs. At the heart of the plan is introduction of a system of emission allowances for all energy consumers, either individually (industry, electrical power generation and aviation, to be brought under the EU Emissions Trading Scheme) or collectively (the built environment and transport). To promote acceptance of these ‘climate budgets’, the required efforts and thus the costs have been differentiated according to a three-tier system: a 40% reduction for sectors under the EU ETS, -60% for the built environment and -35% for transport. The allowances for all three systems would be auctioned rather than issued. This core policy would be backed up by a variety of flanking policies, including efficiency standards for vehicles, buildings (new and existing) and appliances.

Given the evident need for urgent action and the fact that climate budgets will take a number of years to implement, Green4sure includes an array of temporary policies. One of these is an interim Power Generation Act setting a cap of 375 g/kWh on the carbon emissions of new generating plant. How this is to be achieved is up to the generator. 

The effects of the plan have been quantitatively assessed, and the targeted 50% reduction in carbon emissions can indeed be achieved, with an attendant 2.1% improvement in energy efficiency. In 2030 the overall costs will be over 4 billion euro, but these will be offset by major benefits totalling around 3 billion a year. There will be slight growth of employment. For the average household, the increase in costs will  rise to around 600 euro over 25 years, but over the same period national income will have grown by 50%. ‘Frugal’ consumers and users will be better off under Green4sure, while their ‘wasteful’ counterparts will face higher costs.]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[The feasibility of 5.75% biofuels by 2010: potential and main constraints]]></title>
			<link>http://www.ce.nl/publicatie/the_feasibility_of_5.75%25_biofuels_by_2010%3A_potential_and_main_constraints/563</link>
			<guid>http://www.ce.nl/publicatie/the_feasibility_of_5.75%25_biofuels_by_2010%3A_potential_and_main_constraints/563</guid>
			<description><![CDATA[In 2006 the Dutch government passed legislation decreeing that in 2007 2% of the transport fuels sold by oil companies must consist of biofuels, with this percentage rising to 5.75% in 2010. The Netherlands Environmental Assessment Agency MNP asked CE Delft to assess the feasibility of the oil companies honouring the 2010 obligation and identify any societal constraints that might stand in the way.

The report concludes that the 5.75% target will be hard to achieve, but not impossible. Although there is set to be a major increase in biomass and biofuel production capacity over the next few years, biomass supplies and production capacity will both remain tight, which is likely to drive up the cost of biofuels in the years ahead. Secondly, sales of this proportion of biofuels will be hampered by current fuel specifications. Finally, the vehicle fleet in the Netherlands is not yet equipped to handle this target of 5.75%. To remove these constraints, there will have to be a number of policy changes in the years ahead. 
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</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[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[Energy Efficiency in the Transport sector]]></title>
			<link>http://www.ce.nl/publicatie/energy_efficiency_in_the_transport_sector/481</link>
			<guid>http://www.ce.nl/publicatie/energy_efficiency_in_the_transport_sector/481</guid>
			<description><![CDATA[The transport sector represents the largest oil consumer sector in the world and therefore one of the main challenges for climate change and energy security of supply policies. Improving energy efficiency in this sector is a matter of urgency. This report presents a concise overview of technical and non-technical measures that can be applied to improve energy efficiency in the transport sector as well as of policy instruments that may be implemented to promote application of these measures. Various options are discussed in the context of current trends and of short and long term environmental and economic objectives in the transport sector. Furthermore energy efficiency initiatives and relevant activities of various international organisations are mapped. The report was prepared as a discussion paper for the meeting of the PEEREA Working Group on Energy Efficiency and Related Environmental Aspects on November 9-10, 2006. PEEREA is a international working group involving 51 member countries under the umbrella of the Energy Charter (see: www.encharter.org).
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
		</item>
		
		        
		<item>
			<title><![CDATA[Greenhouse Gas Emissions for Shipping and Implementation for the Marine Fuel Sulphur Directive]]></title>
			<link>http://www.ce.nl/publicatie/greenhouse_gas_emissions_for_shipping_and_implementation_for_the_marine_fuel_sulphur_directive/513</link>
			<guid>http://www.ce.nl/publicatie/greenhouse_gas_emissions_for_shipping_and_implementation_for_the_marine_fuel_sulphur_directive/513</guid>
			<description><![CDATA[This report is a scoping study for greenhouse gas policy for maritime transport and it develops guidance for the implementation of the Marine Fuel Sulphur Directive. It comprises four sections that can be read independently.

On greenhouse gas policy, the report concludes that the most promising policy options to consider is extending ETS to maritime transport. If this turns out to be not feasible, the EC could consider differentiating harbour dues on the basis of an efficiency indicator or introducing a maximum limit value of such an indicator for ships calling at EU ports. The current IMO CO2 index is not considered to be a suitable efficiency indicator for these two latter options.

On implementation of the Marine Fuel Sulphur Directive, the report explores the different compliance options that ship operators have and the costs of each of these options. Special attention is given to exhaust gas cleaning systems, but as most of these technologies are not commercially available yet, conclusions have to be based on reports on technical trials. The report also explores the possibilities for States to enforce compliance with the directive. 

Section A contains guidance for the implementation of the Marine Fuel Sulphur Directive (2005/33/EC). Germanischer Lloyd is the main author of this section.
Section B describes the current experiences with the IMO CO2 index and provides recommendations for its use. MARINTEK is the main author of this section.
Section C is a technical report on sulphur abatement technologies. DNV is the main author of this section.
Section D develops and assesses policy options for the reduction of greenhouse gas emissions of shipping. This section has been written by CE Delft.

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
		</item>
		
		        
		<item>
			<title><![CDATA[Status report on CO2 and transport mobility]]></title>
			<link>http://www.ce.nl/publicatie/status_report_on_co2_and_transport_mobility/752</link>
			<guid>http://www.ce.nl/publicatie/status_report_on_co2_and_transport_mobility/752</guid>
			<description><![CDATA[This report was prepared by CE Delft to support the work of a commission made up of members of three national advisory councils: the Council for Transport, Public Works and Water Management, the Council for Housing, Spatial Planning and the Environ-ment and the Energy Council. On 29 January 2008 this commission presented the councils’ joint advice on long-term climate policy for the Dutch transport sector. 

Part I of this report provides a detailed review of the share of transport mobility and individual modes of transport in Dutch and European CO2 emissions. Historical trends and future projections of the size of the transport sector and the scale of transport CO2 emissions are set out, including the contribution of aviation and maritime shipping.

Part II reviews technical and non-technical measures for reducing the CO2 emissions of passenger cars, light and heavy goods vehicles, buses, trains, aircraft and shipping vessels. The options are described in terms of reduction principle, reduction potential, costs, benefits and drawbacks, and synergy with other policy aspects (such as air pol-lution, congestion and safety). There is also discussion of the various specific and ge-neric policy instruments available for creating incentives for implementing these op-tions.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Aviation and maritime transport in a post-2012 climate policy regime]]></title>
			<link>http://www.ce.nl/publicatie/aviation_and_maritime_transport_in_a_post-2012_climate_policy_regime/501</link>
			<guid>http://www.ce.nl/publicatie/aviation_and_maritime_transport_in_a_post-2012_climate_policy_regime/501</guid>
			<description><![CDATA[This study reports on possible ways to bypass the current deadlock in negotiations on international climate policies for aviation and maritime emissions. It concludes that a number of viable ways do indeed exist. 

The main line of reasoning that this report takes is that:In order to be acceptable to a large number of countries, commitments in any climate policy regime need to be differentiated with regard to economic development: rich countries should do more than poor countries.The Multi-Stage Approach is a good way to achieve intercountry differentiation: countries gradually take on more stringent commitments as their economies become more developed.The main economic benefit that countries derive from transport is their access to other economies. It is therefore logical to differentiate commitments on a route basis. All other types of differentiation would suffer from serious distortions of competitive markets, which would reduce the environmental effectiveness.This differentiation can be achieved either by allocating emissions to countries or by means of sectoral, open emissions trading with differentiated treatment of routes.Stacked policies and measures are a good way to balance the demands for global policy regimes for these global industries with the need for differentiation of commitments.
Ever since the emergence of a global climate policy regime,  incorporation of the greenhouse gas emissions of international transport has posed a problem. As a result, emissions from aviation and maritime transport have not been included in the targets under the Kyoto protocol. Instead, the protocol urges developed countries to reduce these emissions through the UN bodies ICAO and IMO. However, in the decade that has elapsed since the protocol was drafted, hardly any progress has been made.

Following the above line of reasoning, three viable routes for international climate policy regimes for international transport have been derived. First, a regime could be based on the current Kyoto architecture with allocation of responsibility to countries. Second, a sectoral approach could be applied. Third, regional policies could be designed such as to effectively reduce the greenhouse gas emissions of international transport without gravely distorting the competitive market. ]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[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[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[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[A strategy on climat-neutral fuels]]></title>
			<link>http://www.ce.nl/publicatie/a_strategy_on_climat-neutral_fuels/419</link>
			<guid>http://www.ce.nl/publicatie/a_strategy_on_climat-neutral_fuels/419</guid>
			<description><![CDATA[This report contains recommendations on a robust medium-term strategy for climate-neutral fuels for the Dutch Environment Ministry, VROM. We conclude that it is entirely feasible for the government to implement a policy package providing effective incentives for using climate-neutral fuels. If the government takes steps to create a market for these fuels, this will give industry the scope it requires to invest in the most promising climate-neutral options, thus ensuring continued development of the technology or technologies in question. It is then absolutely essential, however, that there is a perception that policies are stable and can be built on, providing long-term assurance to investors and others. 
The report first sets out the background and basic premises of the biofuels strategy. Subsequently, the key elements of the government strategy are provided. Finally, a number of policy options are examined with which the government can implement this basic strategy.
This study was commissioned by the GAVE programme of SenterNovem (an agency of the Dutch Ministry of Economic Affairs), and the Ministry of Environment.
]]></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[Prototype of the integrated journey planner PRIMAVERDER]]></title>
			<link>http://www.ce.nl/publicatie/prototype_of_the_integrated_journey_planner_primaverder/449</link>
			<guid>http://www.ce.nl/publicatie/prototype_of_the_integrated_journey_planner_primaverder/449</guid>
			<description><![CDATA[There are currently a range of journey planners available, for both public and private transportation. An integrated journey planner with which consumers can make a swift and efficient comparison among transport alternatives in terms of journey time, cost and environmental impact is not yet available, though. In the MOVE project CE has therefore collaborated with the Dutch organisations Reisinformatiegroep and Milieu Centraal on development of a prototype intermodal journey planner for both private and public transport known as PRIMAVERDER.

This prototype provides travel advice for both means of transport, by adding the following components to the current Reisinformatiegroep journey planner for travel by car and public transport:the environmental impact of the various alternatives;motoring expenses (fixed and variable vehicle costs);reliable real-world travel times, particularly for car travel (including anticipated influence of congestion and parking).The environmental calculator, developed partly by CE, can be consulted sepa-rately on the Milieu Centraal website.

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Cost effectiveness of CO2 mitigation in transport]]></title>
			<link>http://www.ce.nl/publicatie/cost_effectiveness_of_co2_mitigation_in_transport/396</link>
			<guid>http://www.ce.nl/publicatie/cost_effectiveness_of_co2_mitigation_in_transport/396</guid>
			<description><![CDATA[The ECMT is currently writing a report on carbon emission reductions in the transport sector. To support this study, CE Delft was asked to write a background report on cost effectiveness of measures to reduce CO2 emissions in the transport sector. In this report, various technical mitigation options in the transport sector are analyzed: im-proved fuel economy of cars, biofuels and hydrogen. 

The report concludes that studies on this topic are not always in agreement. Several studies find that efficiency measures in the transport sector can be more cost effective than measures in other sectors, whereas other studies, for example a recent EEA report, disagree. Regarding biofuels, the report concludes that biomass use in power stations is more favourable from a cost effectiveness point of view. New biofuels are being developed that are expected to perform better. 

It is furthermore concluded that there are only very few studies available that address the issue of cost effectiveness of measures across sectors. Even data on the cost effectiveness of measures within the transport sector is scarce.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[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[Dealing with Transport Emissions]]></title>
			<link>http://www.ce.nl/publicatie/dealing_with_transport_emissions/400</link>
			<guid>http://www.ce.nl/publicatie/dealing_with_transport_emissions/400</guid>
			<description><![CDATA[European traffic volumes have grown substantially in recent years, leading to greater emissions of an array of pollutants, including the greenhouse gas CO2. At the request of the Swedish Environmental Protection Agency (EPA), CE Delft has carried out an exploratory study to assess the potential, and the pros and cons, of a system of tradable CO2 emission rights for the transport sector. Europe already has an emission trading system (ETS) for energy-intensive industry.

Alternative forms of an emission trading system were analysed (cap &amp; trade versus baseline &amp; credit, upstream versus downstream), as well as systems for the entire transport sector versus individual systems for road, rail, aviation, shipping and so on. It was also examined whether it would make more sense to have a separate emission trading system for transport, or one linked to the current European ETS. The variant schemes were then evaluated on a number of yardsticks, including environmental impact, cost effectiveness and effect on the competitive position of the respective sectors.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Cool cars, fancy fuels]]></title>
			<link>http://www.ce.nl/publicatie/cool_cars%2C_fancy_fuels/372</link>
			<guid>http://www.ce.nl/publicatie/cool_cars%2C_fancy_fuels/372</guid>
			<description><![CDATA[In light of rising CO2 emissions in the transport sector, the Dutch branch of the World Wide Fund for Nature, WNF, has decided to launch a campaign that focuses attention on the CO2 emissions of cars. WNF asked CE Delft to write a research document providing the scientific knowledge base required for this campaign. 

This report first provides background information on the historical development of CO2 emissions from passenger cars. It then describes the current situation regarding mitigation, on a national and on an international (EU) level. Finally, technological developments with respect to fuel efficient vehicles and low-carbon fuels are described. 

Fuel efficient cars are on sale today, and the technology is available to reduce the fuel consumption (and thus CO2 emissions) of new passenger cars further. However, additional government incentives are needed to boost the development and sales of more fuel-efficient cars. Biofuels are currently the only feasible option for significantly reducing the CO2 emissions of fuels. The present average cost effectiveness of biofuels is not particularly attractive, but there is significant potential for improvement, particularly with new biofuel processes. Policies are needed to guarantee the sustainability of the biofuels used and to encourage development and use of biofuels with superior environmental performance. 
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Tracks for saving energy]]></title>
			<link>http://www.ce.nl/publicatie/tracks_for_saving_energy/375</link>
			<guid>http://www.ce.nl/publicatie/tracks_for_saving_energy/375</guid>
			<description><![CDATA[In this study the most promising options for energy saving technologies for rail transport have been selected and evaluated on their merits for use with the Dutch Railways (NS). This study reveals that while NS already employs many of the promising energy saving technologies, numerous very promising opportunities with considerable untapped energy saving potentials remain. Broadly, the more promising options belong to the themes of mass reduction, energy efficient driving style, traction and braking, and climate functions. Of these, we have explored in depth options related to 1) mass reduction applied in the procurement process and 2) energy efficient driving style. For the other options, traction and braking, and climate functions, further research on potential and feasibility is recommended.

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Pure Plant Oil: a viable alternative?]]></title>
			<link>http://www.ce.nl/publicatie/pure_plant_oil%3A_a_viable_alternative/353</link>
			<guid>http://www.ce.nl/publicatie/pure_plant_oil%3A_a_viable_alternative/353</guid>
			<description><![CDATA[Pure Plant Oil (PPO), a diesel substitute produced from crushed rapeseed, sounds like an environmentally benign and cheap vehicle fuel but is this actually the case? A recent study by CE for SenterNovem shows that a number of qualifications are in order. The following main conclusions were drawn:PPO from rapeseed can only be used as a vehicle fuel after the engine has been converted to handle 100% PPO, which at present is only feasible for a limited range of vehicles, viz. those with indirect injection engines or central injection pumps.Using PPO would reduce vehicle greenhouse gas emissions by an average of about 30%. Depending on per-hectare rapeseed yields, field emissions of nitrous oxide and the production technology employed, this figure might be as much as 65% or, alternatively, as low as minus 15% (i.e. more emissions). These results are based on the biodiesel data cited on the UBA website.Emissions from PPO-fuelled vehicles cannot yet be estimated with any degree of accuracy, as measurements are still too sparse to draw any general conclusions. It can be stated, however, that such vehicles will definitely have significantly lower per-kilometre emissions of particulates and NOx.Using PPO as a vehicle fuel is also an expensive route to climate control. PPO production costs are currently 2-3 times higher than those of diesel, even without the additional costs of engine conversion. This is what makes using PPO such an expensive option, with an average price tag of around € 950 per tonne CO2. For comparison: in Dutch energy conservation policy the cost threshold for abatement measures is € 50 per tonne CO2 avoided. 

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Biofuels under development]]></title>
			<link>http://www.ce.nl/publicatie/biofuels_under_development/323</link>
			<guid>http://www.ce.nl/publicatie/biofuels_under_development/323</guid>
			<description><![CDATA[In response to EU directive 2003/30/EC the Dutch government is to promote use of transport biofuels from 2006 onwards. Although several such fuels including biodiesel and bio-ethanol are already on the market in various countries, there are a number of other promising biofuels still under development. 

At the request of the Netherlands Petroleum Industry Association (VNPI), CE has carried out a comprehensive analytical review of several of the most promising of these biofuels, viz.: Fischer-Tropsch diesel from biomass, bio-ethanol from woody biomass, ETBE from this bio-ethanol and HTU diesel. This report assesses the anticipated environmental performance of these new fuels and their potential for reducing greenhouse gas emissions, as well as costs, fuel quality, anticipated date of market introduction and the potential opportunities for Dutch industry arising from these developments. In line with an earlier CE study for VNPI, use of biomass to synthesise these biofuels was also compared with deployment for electrical power generation. 

The study concludes that if the envisaged developments indeed come to fruition, the new biofuels reviewed will be clearly superior to current biofuels, not only being cheaper but also yielding a two- to threefold  greater reduction of greenhouse emissions. Large-scale commercial production is anticipated within about a decade, though this horizon depends very much on the R&amp;D efforts invested in the coming years.  
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Environmental data and policy on non-road transport modes]]></title>
			<link>http://www.ce.nl/publicatie/environmental_data_and_policy_on_non-road_transport_modes/478</link>
			<guid>http://www.ce.nl/publicatie/environmental_data_and_policy_on_non-road_transport_modes/478</guid>
			<description><![CDATA[In transport and environment policy the prime focus is on road transport. However, as environmental legislation is taking effect, the share of road transport in pollutant emissions is declining (with CO2 emissions as an important exception). For non-road modes developments in emissions policy are generally lagging behind and data are relatively scarce (especially on shipping). In this context, EEA has asked CE Delft to write this working paper on the main non-road transport modes: aviation, shipping (both sea and inland) and rail. This paper gives an overview of the environmental performance of these modes, lists policies to improve this performance and maps barriers that prevent a steady improvement of the environmental performance.]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[The HTU process as part of the energy transition]]></title>
			<link>http://www.ce.nl/publicatie/the_htu_process_as_part_of_the_energy_transition/352</link>
			<guid>http://www.ce.nl/publicatie/the_htu_process_as_part_of_the_energy_transition/352</guid>
			<description><![CDATA[As a future biofuel production route, Biofuel BV is currently developing a hydrothermal upgrading (HTU) process in which wet biomass is converted at high temperature and pressure to yield ‘biocrude’ from which to make transport fuels The process provides a means of processing wet organic residues, which are presently of little economic value.   

CE was asked by Biofuel BV to assess the sustainability of this process. Calculations show that if process development and market introduction proceed as currently projected by Biofuel, an annual reduction of about 2.5-4.5 Mt CO2 can be achieved by 2020 using this technology. Subsequent expansion of production capacity would probably ultimately lead to an annual reduction of 15-30 Mt CO2 by 2040.

Introduction of the process would enable further optimisation of waste processing and biomass residue disposal, with actual processing having only limited ecological impact. As there are no land use requirements, neither will there be any impact on diversity or competition with food crops. In socio-economic terms, the HTU process in principle has the advantage of enabling countries with no domestic oil reserves to produce vehicle fuels from waste streams at relatively low cost. 
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Sustainability of the transition to bio-ethanol: An exploratory study]]></title>
			<link>http://www.ce.nl/publicatie/sustainability_of_the_transition_to_bio-ethanol%3A_an_exploratory_study/354</link>
			<guid>http://www.ce.nl/publicatie/sustainability_of_the_transition_to_bio-ethanol%3A_an_exploratory_study/354</guid>
			<description><![CDATA[Large-scale production of bio-ethanol, a biofuel with similar properties to petrol, is already feasible with sugar-containing crops and cereal products as a feedstock, and Royal Nedalco is now researching alternative routes from woody biomass. Expectations are that this new technology will reduce ethanol production costs substantially as well as overall environmental impact. 

CE was commissioned by Royal Nedalco to assess the performance of current and future ethanol production against a set of sustainability criteria, including the extent to which greenhouse gas emissions would be reduced by switching to woody feedstocks. While CO2 emissions are reduced by about 40-60% with current feedstocks, this figure may be as high as 80-90% for future ethanol routes. Because production costs are also expected to decline, this will have a major positive impact on the cost effectiveness of ethanol as a biofuel (i.e. the cost of avoiding one tonne CO2 emission). If the costs and technology develop as assumed in this study, the ultimate cost effectiveness may fall to about 20 to 40 €/tonne CO2-eq. 

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			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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