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    	<title>CE Delft - Reports</title>
		<copyright>Copyright (c) 2012, CE Delft</copyright>
		<link>http://www.ce.nl/ce/rapporten/114/</link>
        <atom:link href="http://www.cedelft.euindex.php?go=home.showRapportenRSS&amp;pagenr=114" 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[Raising Climate Finance from International Transport Sectors]]></title>
			<link>http://www.ce.nl/publicatie/raising_climate_finance_from_international_transport_sectors/1253</link>
			<guid>http://www.ce.nl/publicatie/raising_climate_finance_from_international_transport_sectors/1253</guid>
			<description><![CDATA[Market based instruments (MBIs) for maritime transport have the potential to reduce emissions while at the same time raising funds for climate policies in developing countries. 
GHG emissions from international aviation and maritime transport accounted for approximately 5% of global anthropogenic emissions in 2005 and are rising rapidly. There is a clear need to address these emissions in order not to undermine policies for mitigating land based emissions. Developing countries need financial support to carry out climate policies, both adaptation and mitigation. The UN Framework Convention on Climate Change (UNFCCC) makes policies by developing countries conditional on climate finance. In the current economic and financial circumstances, there is a need for new sources of finance.

The governance of such MBIs should ensure that they are neither an international tax nor require hypothecation of fiscal revenues, while they should provide new and additional finance. MBIs which are in fact an international tax would not be politically feasible, and likewise hypothecation would be opposed by many states.&amp;nbsp;

This report finds that an emissions trading scheme (ETS) can satisfy these criteria, provided that:&amp;nbsp;

    It transfers a share of allowances directly to developing countries in order to ensure there is no net incidence on them; developing countries could auction these allowances in order to raise revenue.
    It transfers allowances to the Green Climate Fund to support climate policies; auctioning these allowances would provide revenues for the Fund.
    It transfers allowances to IMO or another organisation in order to finance fuel-efficiency improvements in international transport.

&amp;nbsp;]]></description>
			<pubDate>Wed, 16 May 2012 10:21:33 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Benchmarking biofuels]]></title>
			<link>http://www.ce.nl/publicatie/benchmarking_biofuels/1248</link>
			<guid>http://www.ce.nl/publicatie/benchmarking_biofuels/1248</guid>
			<description><![CDATA[At the request of Greenpeace Netherlands, CE Delft has developed a sustainability benchmark for transport biofuels and used it to evaluate the various biofuels currently on the market. For comparison, electric vehicles, hydrogen vehicles and &amp;nbsp;petrol/diesel vehicles were also included.

A range of studies as well as growing insight are making it ever clearer that biomass-based transport fuels may have just as big a carbon footprint as fossil fuels like petrol or diesel, or even bigger. At the request of Greenpeace Netherlands, CE Delft has brought together current understanding on the sustainability of fossil fuels, biofuels and electric vehicles, with particular focus on the performance of the respective energy carriers on three sustainability criteria, with the first weighing the heaviest:&amp;nbsp;

    Greenhouse gas emissions
    Land use
    Nutrient consumption
]]></description>
			<pubDate>Thu, 19 Apr 2012 14:36:31 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Cumulative Impacts of Energy and Climate Change Policies on Carbon Leakage]]></title>
			<link>http://www.ce.nl/publicatie/cumulative_impacts_of_energy_and_climate_change_policies_on_carbon_leakage/1233</link>
			<guid>http://www.ce.nl/publicatie/cumulative_impacts_of_energy_and_climate_change_policies_on_carbon_leakage/1233</guid>
			<description><![CDATA[Carbon leakage occurs when climate change policy aimed at reducing carbon dioxide emissions in one country leads to an increase in carbon dioxide emissions in a country that is not bound by these policies. Given that climate change is a global issue, carbon leakage impacts upon the effectiveness of climate change policies. This independent study by AEA, in partnership with CE Delft and commissioned by BIS examines the cumulative impact of climate change policies on carbon leakage. The report brings together findings and analysis from a wide range of primary literature in this area and where possible, conclusions relevant to the UK are drawn.]]></description>
			<pubDate>Thu, 22 Mar 2012 08:51:15 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Oil reporting for the FQDAn assessment of effort needed and cost to oil companies]]></title>
			<link>http://www.ce.nl/publicatie/oil_reporting_for_the_fqd%3Cbr%3Ean_assessment_of_effort_needed_and_cost_to_oil_companies/1245</link>
			<guid>http://www.ce.nl/publicatie/oil_reporting_for_the_fqd%3Cbr%3Ean_assessment_of_effort_needed_and_cost_to_oil_companies/1245</guid>
			<description><![CDATA[By obliging fuel suppliers to report the origin of their petroleum products and the CO2 emissions occurring during extraction, processing, production and transport to the pump (well-to-wheel emissions) the European Union has come up with an effective instrument in the drive to reduce the CO2 emissions associated with fossil transport fuels. Because the rules apply to all producers serving the European market, European companies and refineries will suffer no competitive disadvantage.

In the short term there will be little impact on the oil industry, but in the longer term the new rules will affect sectoral trends and investments, making fuels with low well-to-wheel emissions more attractive than those with a bigger carbon footprint. The anticipated reporting costs will amount to no more than half a Euro cent per 50-litre tank of vehicle fuel.

These are the principal results of a study on the costs and impacts of reporting the well-to-wheel emissions of transport fuels marketed in the EU, as proposed last year by the European Commission as an extension to the current Fuel Quality Directive. The study inventories all the relevant data currently being monitored and reported and the additional efforts required to comply with the envisaged new requirements. An analysis is also presented of how the oil industry would be affected.&amp;nbsp;
The study was carried out by CE Delft, Carbon Matters and the Energy Research Centre of the Netherlands (ECN) at the request of Transport &amp;amp; Environment.]]></description>
			<pubDate>Thu, 19 Apr 2012 10:09:07 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[GER values and environmental impact scores production of auxiliaries for the water chain]]></title>
			<link>http://www.ce.nl/publicatie/ger_values_and_environmental_impact_scores_production_of_auxiliaries_for_the_water_chain/1232</link>
			<guid>http://www.ce.nl/publicatie/ger_values_and_environmental_impact_scores_production_of_auxiliaries_for_the_water_chain/1232</guid>
			<description><![CDATA[Alternative processes are available for both wastewater treatment at sewage works and drinking water preparation at water production plants. Some of these involve greater use of chemicals and auxiliary materials, and an important issue is therefore how the energy savings achieved with a particular option compare with the energy required to produce the auxiliaries in question.&amp;nbsp;

Against this background a study was carried out to assess the energy consumption of auxiliaries production. For the auxiliaries most frequently used the following were determined: &amp;nbsp; &amp;nbsp;&amp;nbsp;

    the energy impact of production, expressed as the Gross Energy Requirements (GER) of the materials in question, broken down into renewable versus non-renewable energy;&amp;nbsp;
    the environmental impact of production, expressed as a single indicator according to the &amp;nbsp;ReCiPe methodology.&amp;nbsp;

The report also provides &amp;lsquo;user recommendations&amp;rsquo; for the calculated values (what they should and should not be used for) and an explanation of &amp;nbsp;the methodology used.
The study dovetails with the STOWA research programme 'The Energy Plant', a study exploring the potential for reducing the energy consumption of sewage works to such an extent as to make them net suppliers of energy.]]></description>
			<pubDate>Tue, 20 Mar 2012 09:29:45 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Regulated Slow Steaming in Maritime Transport]]></title>
			<link>http://www.ce.nl/publicatie/regulated_slow_steaming_in_maritime_transport/1224</link>
			<guid>http://www.ce.nl/publicatie/regulated_slow_steaming_in_maritime_transport/1224</guid>
			<description><![CDATA[This report studies the legal and technical constraints to possible mandatory speed regulation for ships. It also analyses the design of these regulations and the costs and benefits. The report shows that slow steaming has significant environmental benefits, and, in most scenarios, economic benefits as well. Regulated slow steaming is legally feasible and feasible to implement.&amp;nbsp;

Regulated slow steaming has a number of advantages: it is the most cost effective way to reduce ship emissions, and if implemented correctly, it is cost free to the shipping industry as a whole and entails marginal incremental logistic and supply chain costs to consumers; regulated slow steaming ensures that emissions in the shipping sector will be reduced, regardless of the fuel price and demand for shipping; a cap on speed would reduce the risk of an otherwise likely spike in emissions if ships were to speed up in response to a recovery in demand; a cap set today around current average ship speeds will have little impact on industry in the short term; and regulated slow steaming is relatively easy to monitor and enforce, and may have a lower administrative burden than some of the recently proposed market-based measures.
&amp;nbsp;
There are also disadvantages to regulated slow steaming: A restriction on speed reduces market flexibility; because of the perceived loss of market flexibility, regulated slow steaming appears to be widely opposed by shipping companies and shippers; it may not be cost-effective for all ships, on all routes or for all ship types; it reduces the cost-effectiveness of other means of fuel efficiency improvements and may result in less innovation; since it prescribes a specific measure it would run contrary to the goal-based approach to shipping environmental policy favoured in recent years; and while regulated slow steaming, if implemented carefully, need not impose additional costs on the shipping sector as a whole, neither would it raise revenues for use in fighting climate change in developing countries.
&amp;nbsp;
The report has been written by a team of experts from CE Delft, the University of Southampton and the ICCT. It was commissioned by Transport and Environment and Seas at Risk.]]></description>
			<pubDate>Tue, 28 Feb 2012 08:20:05 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Sustainability of biomass in a bio-based economy]]></title>
			<link>http://www.ce.nl/publicatie/sustainability_of_biomass_in_a_bio-based_economy/1218</link>
			<guid>http://www.ce.nl/publicatie/sustainability_of_biomass_in_a_bio-based_economy/1218</guid>
			<description><![CDATA[In any consideration of sustainable biomass production, land use is the most critical issue, especially the indirect land-use impacts on greenhouse gas emissions and biodiversity. Use of waste resources and agricultural and forestry residues that does not involve additional land use would therefore be a sustainable option. Technically, it is possible to use these types of resources for most applications in a bio-based economy. However, it seems unlikely that by 2030 waste and residue resources will contribute more than three to four per cent to final energy and feedstock consumption in Europe. Moreover, many waste and residue resources currently already have useful applications, as livestock feed or soil improvers, for instance.

In the transition to an ecologically sustainable bio-based economy that aims to reduce the consumption of fossil fuels, three priorities can be distinguished:&amp;nbsp;

    develop new technologies, procedures and infrastructure to collect or produce more biomass without using directly or indirectly valuable natural land;
    develop technologies to produce hydrocarbons from types of biomass that potentially have the highest sustainable supply (lignocellulosic biomass), and stimulate application of these hydrocarbons in sectors of the economy where no or very few fossil-free alternatives exist;
    develop a system of criteria, certification schemes and enforcement for all types of biomass that aims to reduce the impact of direct and indirect land use on greenhouse gas emissions and biodiversity, to extend the current EU system, which is restricted to the direct impacts of transport biofuels.
]]></description>
			<pubDate>Wed, 15 Feb 2012 09:24:41 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[EU limits for CO2 emissions of passenger cars: roads to the 95 g/km target]]></title>
			<link>http://www.ce.nl/publicatie/eu_limits_for_co2_emissions_of_passenger_cars%3A_roads_to_the_95_gkm_target/1216</link>
			<guid>http://www.ce.nl/publicatie/eu_limits_for_co2_emissions_of_passenger_cars%3A_roads_to_the_95_gkm_target/1216</guid>
			<description><![CDATA[Under the DG ENV framework contract on vehicle emissions, the consortium of TNO, AEA, &amp;Ouml;kopol, IHS Global Insight, Ricardo, TML and CE Delft has published its first report. The aim of this project is to support and advise the Commission on options for lowering of the CO2 limit values of passenger cars and how they can be realised.&amp;nbsp;

The following main tasks were performed:&amp;nbsp;

    State-of-the-art vehicle emission reduction options for 2020
    Evaluation of other utility parameters in addition to vehicle mass
    Modalities for achieving 95 g/km
    Further aspects, including borrowing and banking of credits, life cycle aspects and rebound aspects.
]]></description>
			<pubDate>Tue, 07 Feb 2012 14:56:24 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Non-fiscal price incentivesThe energy-efficiency impact of differentiated energy prices]]></title>
			<link>http://www.ce.nl/publicatie/non-fiscal_price_incentives%3Cbr%3Ethe_energy-efficiency_impact_of_differentiated_energy_prices/1250</link>
			<guid>http://www.ce.nl/publicatie/non-fiscal_price_incentives%3Cbr%3Ethe_energy-efficiency_impact_of_differentiated_energy_prices/1250</guid>
			<description><![CDATA[At the request of the Dutch Ministry of &amp;nbsp;the Interior and Kingdom Relations (BZK), CE Delft has carried out an exploratory study on the potential impact of non-fiscal energy incentives. The study will feed into the Ministry&amp;rsquo;s policies on energy efficiency in the built environment. The study takes in both electricity and gas, and private dwellings as well as utility buildings. The following non-fiscal price incentives were considered: &amp;nbsp;

    consumer prices indexed to consumption volume
    consumer prices indexed to time of consumption
    the energy-efficiency impact of &amp;lsquo;autonomous&amp;rsquo; increases in energy prices.&amp;nbsp;


The energy-efficiency effects of price changes (options 1 and 3) were calculated on the basis of price elasticities, while for option 2 use was made of the results of the Social Cost-Benefit Analysis of Smart Grids carried out by CE Delft in collaboration with KEMA.
The conclusions of the study are as follows:

    Although differentiating consumer prices by consumption volume may yield energy savings of up to 2%, this would require market agreements in breach of the competition rules underpinning the liberalised energy market. This option is therefore unfeasible via consumer prices.
    The energy savings accruing from indexing consumer prices to time of consumption are uncertain, as the main impact will be a temporal shift in consumption. This option is highly feasible, as such differentiation will in all likelihood evolve of its own accord with the roll-out of smart meters and smart grids.
    The energy-efficiency impact of autonomous energy price rises is 0.2 to 0.4% per annum.

]]></description>
			<pubDate>Thu, 19 Apr 2012 15:16:29 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Identifying breakthrough technologies for the production of basic chemicals]]></title>
			<link>http://www.ce.nl/publicatie/identifying_breakthrough_technologies_for_the_production_of_basic_chemicals/1221</link>
			<guid>http://www.ce.nl/publicatie/identifying_breakthrough_technologies_for_the_production_of_basic_chemicals/1221</guid>
			<description><![CDATA[The European Commission's Roadmap for a competitive and low carbon economy in 2050 indicates that greenhouse gas emissions (GHG) in all sectors should be significantly reduced to meet the European Union (EU) objective of 80 to 95% greenhouse gas emission reductions by 2050 compared to 1990 levels. The European Commission indicated in the Roadmap that the EU&amp;rsquo;s industrial sectors should reduce emissions by 83 to 87% domestically by 2050 compared to 1990 levels. 

The objective of this study is to explore breakthrough abatement technologies in three processes in the European chemical industry that can considerably contribute to achieving the required greenhouse gas emission reductions. In this context we have assessed the processes for the production of:

    Ammonia
    Olefins
    Aromatics (BTX)

For all three processes possible breakthrough abatement technologies were found allowing for reductions in GHG emissions varying between 50 and 100% compared to the conventional processes. Our finding regarding the chemical industry and our earlier findings regarding options in the steel, cement and pulp and paper industries show that promising breakthrough abatement technologies are available for European energy-intensive industries to contribute to a low-carbon economy. However, large scale deployment requires an integrated EU industry and energy policy allowing for a resource efficient and sustainable use of available biomass, CCS storage capacity and renewable energy capacity.]]></description>
			<pubDate>Wed, 22 Feb 2012 09:32:42 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Incineration in the Netherlands versus landfill in the UK]]></title>
			<link>http://www.ce.nl/publicatie/incineration_in_the_netherlands_versus_landfill_in_the_uk/1230</link>
			<guid>http://www.ce.nl/publicatie/incineration_in_the_netherlands_versus_landfill_in_the_uk/1230</guid>
			<description><![CDATA[CE Delft was commissioned by Twence to carry out an environmental analysis of two scenarios for the processing of British household waste (or waste of similar quality):&amp;nbsp;
1. &amp;nbsp; &amp;nbsp;disposal in a nearby landfill site in the UK; 
2. &amp;nbsp; &amp;nbsp;incineration at Twence&amp;rsquo;s AEC plant in the Netherlands.
The environmental impact of disposal of 1 tonne of UK household waste in the respective scenarios was analysed using the ReCiPe Single Score method and the IPCC climate impact methodology, focusing on two phases of the life cycle: &amp;nbsp;transport and final disposal (i.e. incineration or landfill).

The conclusion of the study is that incineration of average British residual waste at the Twence facility is environmentally superior to landfill in the UK. The impact of the additional transport by ship and truck from the UK to the Twence plant does not outweigh the environmental benefits of incineration over landfill. This conclusion is valid under the adopted assumptions, particularly concerning the composition of the waste.]]></description>
			<pubDate>Thu, 01 Mar 2012 15:54:06 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[The PO production chain and possibilities for energy saving]]></title>
			<link>http://www.ce.nl/publicatie/the_po_production_chain_and_possibilities_for_energy_saving/1238</link>
			<guid>http://www.ce.nl/publicatie/the_po_production_chain_and_possibilities_for_energy_saving/1238</guid>
			<description><![CDATA[The Dutch government has drawn up long-term agreements on energy efficiency (LEE) with companies falling under the European Emissions Trading Scheme (ETS), one of which is LyondellBasell. Lyondell Chemie Nederland B.V., part of LyondellBasell, produces Propylene Oxide (PO) at two different production sites in the Rotterdam area using two different processes. At the Maasvlakte site PO is produced via the POSM process with styrene as a co-product and at the Botlek site via the PO/TBA process with tert-butyl alcohol (TBA) as a co-product.

Opportunities for improving energy efficiency can be found at the production sites as well as both upstream and downstream in the PO, TBA and styrene production chains, and the LEE agreement encourages companies to assess the potential for all of these.

CE Delft has determined the carbon footprint and cumulative energy demand of both LyondellBasell&amp;rsquo;s Dutch PO production sites. 

The aim of the project was to identify the energy-saving potential in the PO, styrene and TBA production chains. The study also focuses on options requiring cooperation with other companies or yielding savings for more than one company in the supply chain. The project was carried out in close cooperation with LyondellBasell. 

Using information from open-source literature and data provided by LyondellBasell, each process step was elaborated in detail, yielding a map of the main mass and energy flows involved. These flows are presented as energy charts, giving an indication of the level of detail permitted by this approach.

In brainstorm sessions the scope for energy savings in the production chain was assessed. After the brainstorms, a list of potential measures was drawn up based on the suggestions made, indicating both the energy-saving potential and the technical and economic feasibility of the measure concerned. The measures were then reported to LyondellBasell.]]></description>
			<pubDate>Tue, 03 Apr 2012 08:59:59 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[The social costs and benefits of smart grids]]></title>
			<link>http://www.ce.nl/publicatie/the_social_costs_and_benefits_of_smart_grids/1249</link>
			<guid>http://www.ce.nl/publicatie/the_social_costs_and_benefits_of_smart_grids/1249</guid>
			<description><![CDATA[Creating &amp;lsquo;smart&amp;rsquo; electricity grids would have benefits for the energy supply of the future, leading to lower prices for both private and industrial consumers. This is the conclusion of a social cost-benefit analysis (SCBA) performed by CE Delft and KEMA on a commission from the Dutch Ministry of Economic Affairs, Agriculture and Innovation.

In the analysis a number of energy scenarios were run through to 2050. In virtually all the scenarios smart grids have a positive effect, regardless of whether these build on robust climate policy, involve modest or extensive use of locally generated power, and other variations. This is due above all to the changes in user behaviour anticipated when variable energy tariffs are introduced and to cost savings on grid construction and power production. A number of &amp;lsquo;Pilot Smart Grids&amp;rsquo; &amp;nbsp;were recently established in the Netherlands to assess actual consumer response to time-indexed price incentives.

Until now it had been assumed that smart grids are above all useful and necessary in the context of a radically green energy system, but the SCBA shows that even an energy system not underpinned by robust climate policy would benefit from such grids. 

The analysis of &amp;lsquo;social cost and benefits&amp;rsquo; encompassed the full range of costs and benefits of smart grids, regardless of the party or parties bearing the costs. Consideration was also given to whether government policy is required to move parties to incur costs that benefit others.]]></description>
			<pubDate>Thu, 19 Apr 2012 14:50:30 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Medium and long term perspectives of Inland Waterway Transport in the European Union]]></title>
			<link>http://www.ce.nl/publicatie/medium_and_long_term_perspectives_of_inland_waterway_transport_in_the_european_union/1214</link>
			<guid>http://www.ce.nl/publicatie/medium_and_long_term_perspectives_of_inland_waterway_transport_in_the_european_union/1214</guid>
			<description><![CDATA[If inland shipping is to remain the greenest mode of transport, it will need to improve its environmental act in the coming years. If it fails to do so, it will be overtaken by road transport. That is one of the conclusions of the study 'Medium and Long Term Perspectives of Inland Waterway Transport in the European Union'. In this study CE Delft performed the analyses of emissions and makes recommendations for reducing them. They key issue in this regard is to create financial incentives for ship owners to invest in modern, clean engines and retrofit technologies, complementing standards for new engines. The study was carried out by CE Delft, MDS Transmodal, NEA, PLANCO and Via Donau at the request of the European Commission, which will be using it as a basis for drawing up policy on inland shipping towards 2020, in line with the EU White Paper on transport policy.&amp;nbsp;]]></description>
			<pubDate>Thu, 19 Jan 2012 11:47:29 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Energy efficiency in the PVC production chain]]></title>
			<link>http://www.ce.nl/publicatie/energy_efficiency_in_the_pvc_production_chain/1215</link>
			<guid>http://www.ce.nl/publicatie/energy_efficiency_in_the_pvc_production_chain/1215</guid>
			<description><![CDATA[For the Netherlands&amp;rsquo; chemical industry, PVC and PVC feedstocks are important products. Their production requires substantial energy inputs, however: including the energy content of the raw materials, around 35 PJ a year.

In the project &amp;ldquo;Energy efficiency in the chlorine/PVC production chain&amp;rdquo; CE Delft has quantified current energy consumption in this chain and identified options for reducing it. The project, carried out in close cooperation with five companies active in the chain (Air Products, AkzoNobel, Huntsman, Shin-Etsu and Wavin) focused on measures in the supply chain, i.e. measures that can be implemented through inter-company collaboration. The study was conducted in the framework of the Dutch Multi-Year Agreement on Energy Efficiency at EU ETS companies and was commissioned by NL Agency.

The following steps in the PVC chain were considered: production of chlorine, vinyl chloride, PVC powder and the end product PVC tubing. Based on the actual production technologies used by the project partners, &amp;lsquo;energy flow charts&amp;rsquo; were drawn up, which were then used in brainstorming sessions with the producers to identify concrete options for energy savings. This led to 25 potential measures, which were then worked up with the partners into factsheets detailing costs, savings, investments and technical feasibility.

Five of the measures have been given priority status. In a formal meeting on 25 October 2011, management representatives of the five companies signed a statement of intent that these would be seriously taken to hand. Some of the measures can already be implemented, while others are mainly relevant when capacity is expanded (as is anticipated). The five priority measures are: 
-&amp;nbsp;&amp;nbsp;&amp;nbsp;&amp;nbsp; using waste heat to heat demineralised water for chlorine production;
-&amp;nbsp;&amp;nbsp;&amp;nbsp;&amp;nbsp; bringing in waste steam from adjacent companies via the 'steam pipe';
-&amp;nbsp;&amp;nbsp;&amp;nbsp;&amp;nbsp; greater use of recycled PVC in end products;
-&amp;nbsp;&amp;nbsp;&amp;nbsp;&amp;nbsp; recycling the waste brine stream from the Huntsman plant;
-&amp;nbsp;&amp;nbsp;&amp;nbsp;&amp;nbsp; increasing the supply of hydrogen as a commodity to Air Products.

These measures have a combined energy savings potential of around 1,500 TJ, some 4.3% of overall energy consumption in the PVC production chain. This is equivalent to the energy consumption of approx. 20,000 households.

The energy flow charts and detailed information on the 25 measures identified have been set out in a confidential background report. The present report summarises the main results. An article published in the Dutch trade journal Chemie magazine describes the companies&amp;rsquo; experience with the project.]]></description>
			<pubDate>Thu, 26 Jan 2012 11:25:18 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Instruments to reduce pollutant emissions of the existing inland vessel fleet]]></title>
			<link>http://www.ce.nl/publicatie/instruments_to_reduce_pollutant_emissions_of_the_existing_inland_vessel_fleet/1209</link>
			<guid>http://www.ce.nl/publicatie/instruments_to_reduce_pollutant_emissions_of_the_existing_inland_vessel_fleet/1209</guid>
			<description><![CDATA[The Dutch Ministry of Innovation and Environment has teamed up with its German counterpart to organise an international workshop on the (air) pollutant emissions of the in-service inland shipping fleet. The discussion theme was the widening gap between the emissions of trucks and inland shipping. In preparation for the workshop, CE Delft drew up an input paper providing insight into the need for implementing measures in the current shipping fleet. The paper also discusses a number of policy instruments that can be used to reduce the emissions of this fleet. De following instruments are introduced and assessed: emission standards, environmental zoning, subsidies, emission charges, differentiated harbour dues and voluntary agreements. The paper concludes that while all these instruments have potential, implementation may be hampered by legal or economic constraints.]]></description>
			<pubDate>Tue, 27 Dec 2011 10:03:54 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[LCA: recycling of household plastic packaging waste ]]></title>
			<link>http://www.ce.nl/publicatie/lca%3A_recycling_of_household_plastic_packaging_waste_/1208</link>
			<guid>http://www.ce.nl/publicatie/lca%3A_recycling_of_household_plastic_packaging_waste_/1208</guid>
			<description><![CDATA[This study answers the question whether current Dutch initiatives on collection, separation, sorting, processing and recycling of household plastic packaging waste yield significant environmental benefits compared with incineration of this waste as a power plant fuel. Consideration was given to systems of at-source separation (kerbside collection from households or delivery to neighbourhood collection points), post-consumer separation (removal of plastic packaging waste from household waste collected unsorted) and deposits on large and/or small PET bottles.&amp;nbsp;

The main conclusion is that both at-source and post-consumer separation of plastic packaging waste and a deposit on large PET bottles all have significant environmental benefits over incineration for power generation. A second conclusion is that this holds for all the types of plastic that are currently collected (PET, PP, HDPE, LDPE and mixed). The determining factor for overall environmental performance is the volume of recyclate emerging from recycling that can be used in new products. This is more important than any differences in separation routes or between the respective types of plastic.&amp;nbsp;&amp;nbsp;
In the report the full range of environmental impacts are calculated at midpoint, endpoint and single-score level using the ReCiPe methodology, accompanied by an extensive sensitivity analysis to assess the uncertainty margins of the results.&amp;nbsp;

This study for the Dutch Waste Management Association, conducted under the guidance of a broad supervisory committee, can support policymakers in drawing up future policy on plastic packaging waste.]]></description>
			<pubDate>Tue, 27 Dec 2011 09:58:18 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[A critical examination of the investment proposals for Unit 6 of the Sostanj Power Plant]]></title>
			<link>http://www.ce.nl/publicatie/a_critical_examination_of_the_investment_proposals_for_unit_6_of_the_sostanj_power_plant/1205</link>
			<guid>http://www.ce.nl/publicatie/a_critical_examination_of_the_investment_proposals_for_unit_6_of_the_sostanj_power_plant/1205</guid>
			<description><![CDATA[The Holding Slovenske Elektrarne (HSE), owner of the Termoelektrarna &amp;Scaron;o&amp;scaron;tanj power plant (&amp;Scaron;TPP) in Slovenia, has commissioned a plan to construct a new unit at this plant. The proposed Unit 6 will replace Units 4 and 5 and be fired using lignite from the nearby Velenje mine. The first investment plan was submitted in 2005 and subsequently adapted in 2006 and 2009 to qualify for loans from the European Investment Bank (EIB) and European Bank for Reconstruction and Development (EBRD). In 2011 a fourth revision of the investment plan was drafted, which was required as the EIB requested a state guarantee. The Slovenian &amp;ldquo;Decree on the uniform methodology for the preparation and treatment of investment documentation in the field of public finance&amp;rdquo; requires certain rules to be followed for a state guarantee of this nature. One of these specific rules concerns the expected rate of return on investments, which must exceed 7%.&amp;nbsp;

As with any investment plan, calculations crucially depend on the assumptions made with respect to the future development of costs and benefits. The CEE Bankwatch Network and Focus, association for sustainable development, asked CE Delft to review the investment plan for the new lignite-fired unit of the &amp;Scaron;o&amp;scaron;tanj plant and investigate whether the crucial variables have been correctly assessed. This report analyses the investment plan and evaluates the assumptions regarding the future which underpin it.]]></description>
			<pubDate>Mon, 28 Nov 2011 11:03:00 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Review of the Social Cost-Benefit Analysis of Grand Ouest Airport  Comparison with Improvements of Nantes Atlantique]]></title>
			<link>http://www.ce.nl/publicatie/review_of_the_social_cost-benefit_analysis_of_grand_ouest_airport_%3Cbr%3E_comparison_with_improvements_of_nantes_atlantique/1191</link>
			<guid>http://www.ce.nl/publicatie/review_of_the_social_cost-benefit_analysis_of_grand_ouest_airport_%3Cbr%3E_comparison_with_improvements_of_nantes_atlantique/1191</guid>
			<description><![CDATA[According to a new study by CE Delft, construction of the new airport planned near Nantes,  l&amp;rsquo;A&amp;eacute;roport du Grand Ouest, will lead to a decrease in economic welfare,  while improving the current airport, Nantes Atlantique, would yield net  economic benefits. These findings are contrary to the analysis presented  in the public consultation held in 2006. 
CE Delft was commissioned by C&amp;eacute;Dpa, the organisation of elected  officials opposed to l&amp;rsquo;A&amp;eacute;roport du Grand Ouest, to analyse the social  costs and benefits of the new airport and of improvements to Nantes  Atlantique. It has found that the existing analysis contains a number of  errors which, when corrected, result in a significant decrease in the  benefits and an increase in the costs of the new airport. The main  benefit cited, travel time savings of those using it, had been  erroneously calculated. Using standardised values for the cost of time,  CE Delft finds that the actual benefits are two-thirds lower. Moreover,  the public consultation documents failed to include the costs of the  biodiversity loss incurred in transforming a rich natural area into an  airport. The current airport, Nantes Atlantique, can be improved to  increase its capacity. Compared with construction of a new airport, the  economic benefit would be at least EUR 200 million. CE Delft has a long  track record in social cost-benefit analyses of infrastructure projects.  It has extensive experience in the aviation sector and has reviewed  plans for the third runway at Heathrow (London), expansion of Schiphol Airport (Amsterdam) and other such projects.]]></description>
			<pubDate>Wed, 26 Oct 2011 09:55:22 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<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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		<item>
			<title><![CDATA[Natural gas and biomass as fuels for RWE's Eemshaven coal-fired plant]]></title>
			<link>http://www.ce.nl/publicatie/natural_gas_and_biomass_as_fuels_for_rwes_eemshaven_coal-fired_plant/1198</link>
			<guid>http://www.ce.nl/publicatie/natural_gas_and_biomass_as_fuels_for_rwes_eemshaven_coal-fired_plant/1198</guid>
			<description><![CDATA[At Eemshaven port, RWE/Essent are building a 2 x 780 MWe coal-fired power plant, scheduled to come on line in 2013. The plant would emit around 8.4 Mt CO2 annually. Greenpeace commissioned CE Delft to make an approximate assessment of the potential for burning alternative fuels in the new plant and the likely effects on environmental footprint and profitability, based on its own expertise and publically available documents. The data presented provide an objective indication of the possibilities without any subjective valuation on the part of CE Delft.]]></description>
			<pubDate>Fri, 18 Nov 2011 11:17:13 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Calculations on three proposals from the Green Tax Battle]]></title>
			<link>http://www.ce.nl/publicatie/calculations_on_three_proposals_from_the_green_tax_battle/1199</link>
			<guid>http://www.ce.nl/publicatie/calculations_on_three_proposals_from_the_green_tax_battle/1199</guid>
			<description><![CDATA[In the Green Tax Battle three teams consisting of professors, professional accountants (PWC) and NGO representatives (from the Netherlands Society for Nature and the Environment/Natuur en Milieu and Dutch Cyclists Union/Fietsersbond) competed to come up with the most effective and innovative proposal for a further greening of the Dutch tax system, with an emphasis on business and commuting travel.&amp;nbsp;

In this brief report CE Delft presents the results of a quantitative assessment of the effects of the three proposals with respect to mobility, environmental impact and finance. Because of the limited scope of the study, this assessment had to be based on the findings reported in the recent Dutch literature. For policies on which no quantitative data on mobility and environmental impacts were available in this literature (because of the innovative nature of the proposed policy, for example) a qualitative analysis had to suffice. The same holds for policies described in too little detail for quantitative analysis.
&amp;nbsp;]]></description>
			<pubDate>Fri, 18 Nov 2011 11:25:41 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Moving towards a 30% carbon reduction target in the EUEconomic impacts in Slovakia]]></title>
			<link>http://www.ce.nl/publicatie/moving_towards_a_30%25_carbon_reduction_target_in_the_eu%3Cbr%3Eeconomic_impacts_in_slovakia/1187</link>
			<guid>http://www.ce.nl/publicatie/moving_towards_a_30%25_carbon_reduction_target_in_the_eu%3Cbr%3Eeconomic_impacts_in_slovakia/1187</guid>
			<description><![CDATA[In this study we perform a quantitative economic analysis of the impacts on the Slovak economy of the EU tightening its climate target from a 20 to a 30% reduction in greenhouse gas emissions by 2020 as compared to 1990. The main aim of the study is to assess the costs and benefits of meeting a more stringent climate target accruing to different players in the Slovakian economy, with a sectoral breakdown of these costs. Using statistical data (Slovstat, EU ETS Registry) and forecasts (PRIMES/GAINS), a broad macro-economic analysis was performed to assess the likely impacts not only on the electricity and industrial sectors but also on welfare more generally, including budgetary revenues and benefits accruing from abatement of associated pollutant emissions.

The overall conclusion is that the -30% target can be met without any additional direct costs to the Slovak economy. The direct costs are approximately the same as under a 20% target. The modelling effort in this study indicate that overall the -30% policy target for 2020 is about &amp;euro; 5 million cheaper than the -20% target. The higher abatement costs under a -30% scenario are mitigated by greater fuel savings in industry and the electricity sector, higher auction revenues for the government and the higher value of the substantial amount of banked credits that companies hold. In this way, the direct costs and direct benefits of the -30% scenario exactly outweigh each other.

This study identified a number of substantial indirect benefits associated with the -30% target. The required additional investment of &amp;euro; 0.7 billion between 2009 and 2020 could raise GDP by about 0.7% in 2020. Other additional benefits anticipated are improved air quality and a reduction of dependency on fuel imports. Although industry will be faced with higher costs, these are most likely to be passed through to consumers. This will result in a loss in market share for industry. It appears that the loss in value added by energy-intensive sectors more or less equals the benefits accruing from higher investments.]]></description>
			<pubDate>Fri, 07 Oct 2011 14:24:41 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Economic instruments for biodiversity]]></title>
			<link>http://www.ce.nl/publicatie/economic_instruments_for_biodiversity/1185</link>
			<guid>http://www.ce.nl/publicatie/economic_instruments_for_biodiversity/1185</guid>
			<description><![CDATA[The Dutch Taskforce on Biodiversity and Natural Resources has set up an Economic Instruments workgroup to assess how the recommendations of the TEEB report can be worked up into concrete Dutch policy measures. Based on that report and internal discussions, the workgroup has selected a series of issues for further study and elaboration. For these issues CE Delft was asked to design policy proposals that are both practicable and lead to better protection of biodiversity, not only in the Netherlands, but also by reducing the ecological footprint of Dutch consumption patterns in other countries.

The following proposals have been investigated and/or elaborated in policy terms:

    lowering the social discount rate
    further greening of the tax system
    an import charge on bulk commodities
    a tax on non-sustainable timber
    a tax on development of greenfield sites
    a differentiated tax on animal protein
    a review of incentive schemes for biomass projects&amp;nbsp;
]]></description>
			<pubDate>Tue, 04 Oct 2011 13:12:58 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Functional design of VESTA]]></title>
			<link>http://www.ce.nl/publicatie/functional_design_of_vesta/1211</link>
			<guid>http://www.ce.nl/publicatie/functional_design_of_vesta/1211</guid>
			<description><![CDATA[At the request of the Netherlands Environmental Assessment Agency, PBL, a geographical computer model (&amp;lsquo;VESTA&amp;rsquo;) has been developed of energy use in the built environment. In this first phase the emphasis is on elaborating demand for heat. For each post code district the model calculates this demand from building data, distinguishing between housing, utilities and horticultural greenhouses. It is then determined whether waste heat is locally available and whether this can be cost-effectively supplied to the buildings in question. The cost-effectiveness of geothermal energy and heat/cold storage is also calculated. A geographical computer model like VESTA is essential for such calculations, because the cost-effectiveness of &amp;nbsp;heat grids is highly dependent on distance and building density. &amp;nbsp;

CE Delft elaborated the functional design of the VESTA model, including all the required formulae for energy computations and calculations of costs, yields and efficiencies, as well as determining the default values of the various parameters used.]]></description>
			<pubDate>Wed, 04 Jan 2012 09:44:11 +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[Nuclear energy: The difference between costs and prices]]></title>
			<link>http://www.ce.nl/publicatie/nuclear_energy%3A_the_difference_between_costs_and_prices/1203</link>
			<guid>http://www.ce.nl/publicatie/nuclear_energy%3A_the_difference_between_costs_and_prices/1203</guid>
			<description><![CDATA[At the request of WNF a review has been carried out to assess how the direct and indirect costs of nuclear power compare with those of other forms of power generation. The main aim of this exercise was to examine the truth of claims that nuclear power is &amp;lsquo;cheap&amp;rsquo; and can make a significant contribution to the Netherlands&amp;rsquo; energy supply in the absence of government support. The study shows that, despite its very low marginal costs, nuclear power is more expensive than most other forms of power generation if construction costs (under liberalised market conditions), safety, accident liability and environmental impacts are factored in. A key item that has been included in the present study are the costs of nuclear accidents, which until now have been borne by the taxpayer. If these costs were allocated to the aggregate output of nuclear power plants this would lead to a price increase of 2.3 euro cent per kWh. Because of the high construction costs and the substantial risk of budget exceedance, it is unlikely that private parties will be able to establish the business case for a new nuclear plant without support from the government. Every single nuclear construction project to date has been facilitated by some form of government support.

Although certain renewable generating technologies (such as offshore wind) are not yet competitive with nuclear if all the costs are factored in, renewable forms of power generation show a strong learning curve and a declining cost price, while the cost of nuclear power has in fact risen during recent decades.]]></description>
			<pubDate>Tue, 22 Nov 2011 09:35:09 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Taxes on energy products, electricity and CO2]]></title>
			<link>http://www.ce.nl/publicatie/taxes_on_energy_products%2C_electricity_and_co2/1182</link>
			<guid>http://www.ce.nl/publicatie/taxes_on_energy_products%2C_electricity_and_co2/1182</guid>
			<description><![CDATA[This report, formally despatched to the Dutch Parliament by the Ministry of Finance and Ministry of Infrastructure and the Environment in September 2011, &amp;nbsp;compares taxes on energy products, electricity and CO2 emissions in nine EU member states (Germany, Belgium, Denmark, the United Kingdom, France, Luxemburg, Spain, Sweden and the Netherlands) and the fiscal, economic and environmental consequences of the review of the European Energy Tax Directive for the Netherlands. It was prepared jointly by CE Delft and Ecofys.]]></description>
			<pubDate>Tue, 20 Sep 2011 16:30:05 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[External and infrastructure costs of freight transport Paris-Amsterdam corridor]]></title>
			<link>http://www.ce.nl/publicatie/external_and_infrastructure_costs_of_freight_transport_paris-amsterdam_corridor/1161</link>
			<guid>http://www.ce.nl/publicatie/external_and_infrastructure_costs_of_freight_transport_paris-amsterdam_corridor/1161</guid>
			<description><![CDATA[The Paris-Amsterdam transport corridor is of major importance for the EU economy. The share of inland waterway transport (IWT) on this corridor will increase significantly by the development of the Seine Scheldt link, TEN-T project 30. Within this context six parties (the European Commission, VNF, RFF, SPW, WenZ and the Ministry of Transport of the Netherlands) representing the EU and three countries (France, Belgium and the Netherlands) and the three inland modes of transport (road, IWT and rail) have commissioned a project on the potential of internalisation of external costs. The study was conducted by an international consortium consisting of CE Delft, INFRAS, Alenium and Herry. 

The study started with an in-depth assessment of external and infrastructure costs. This was concluded in Deliverable 1 of this study. On this basis five internalisation scenarios were developed and assessed by a traffic model which was developed and run by Stratec and Setec. In addition complementing assessments were made to cover changes in the transport market that can be expected but that cannot be covered by the traffic model. The results of these assessments are in the report at hand, Deliverable 2 of this study.

This study is unique as it is the first in-depth analysis of the impacts of internalisation of external cost scenarios on a specific strategic and congested international freight corridor in the EU. It has been conducted at an international and multimodal level. Therefore the results are of high interest for the study area but also for freight transport policy in Europe in general.]]></description>
			<pubDate>Mon, 27 Jun 2011 14:02:23 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Government intervention in the energy market]]></title>
			<link>http://www.ce.nl/publicatie/government_intervention_in_the_energy_market/1178</link>
			<guid>http://www.ce.nl/publicatie/government_intervention_in_the_energy_market/1178</guid>
			<description><![CDATA[In this study, conducted jointly by Ecofys and CE Delft and commissioned by Eneco and Triodos Bank, government interventions in the Dutch energy market were inventoried under the guidance of a group of leading economists and energy experts. The consequences of these interventions for the playing field for fossil fuels, renewables, nuclear power and energy efficiency were then quantified. The results show that, by design or unintentionally, the Dutch government continues to provide greater incentives for energy consumption and use of fossil fuels than for renewable energy sources. Policies aimed at reducing the price differential between renewable and fossil-based electricity should therefore seek to phase out such support and only then address the residual &amp;lsquo;financial gap&amp;rsquo;.

On June 22nd the report was presented to MPs Liesbeth van Tongeren (Green Left) and Rene Leegte (Liberals) by the respective directors of CE Delft and Ecofys, Frans Rooijers and Manon Janssen.

Supplementary data, October 2011
This report has been revised to accommodate several comments received since original publication in June 2011:

    
        
            1.	
            Tax credit for investments in marginal gas fields on the Dutch continental shelf&amp;nbsp;	
        
        
            &amp;nbsp;
            
            
                Changed from &amp;euro; 196 mln to zero
                As yet, no use has been made of this scheme for 2010
            
            
        
        
            2.	
            Various multi-year subsidies for Carbon Capture and Storage (CCS)&amp;nbsp;&amp;nbsp; &amp;nbsp;&amp;nbsp;	
        
        
            &amp;nbsp;
            
            
                Changed from &amp;euro; 150 mln to &amp;euro; 15.3 mln (budgeted cash outlay according to cabinet letter to parliament)
                The &amp;euro; 150 mln subsidy made available for the ROAD project in 2010 cannot be fully allocated to that year
            
            
        
        
            3.	
            Buy-off of eight companies' EU ETS emission credits by the State of the Netherlands
        
        
            &amp;nbsp;
            
            
                Changed from &amp;euro; 56 mln to zero
                This scheme only comes into force in 2013
            
            
        
        
            4.
            Free EU ETS emission credits, 2005-2012
        
        
            &amp;nbsp;
            
            
                Changed from &amp;euro; 1.0 bln to 1.2 bln
                The June 2011 report was based on the situation in the year 2020. This was because the EU had already announced its intention to address this indirect subsidy by auctioning a higher proportion of the credits. For the same reason, calculations were based on an emissions trading price of &amp;euro; 30/tCO2. We have now brought this assumption into line with the actual situation in 2010, taking a trading price of &amp;euro;14.3/tCO2 and free credits for 84Mt of emissions.
            
            
        
    

Needless to say, the total figures cited in the report as well as the summary have also been revised accordingly. The new versions can now be downloaded from this page.]]></description>
			<pubDate>Fri, 26 Aug 2011 13:32:20 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[MRA: en route to energy neutrality]]></title>
			<link>http://www.ce.nl/publicatie/mra%3A_en_route_to_energy_neutrality/1175</link>
			<guid>http://www.ce.nl/publicatie/mra%3A_en_route_to_energy_neutrality/1175</guid>
			<description><![CDATA[The Amsterdam Metropolitan Region (MRA) is a platform of local and regional authorities in the northern part of the Dutch coastal conurbation comprising 36 local authorities, the city region of Amsterdam and the provincial executives of Noord-Holland and Flevoland. MRA has announced the joint pledge of becoming &amp;ldquo;energy-neutral&amp;rdquo; as a region by the year 2040: by then, the region&amp;rsquo;s entire energy consumption is to be sustainably generated within the same region. The Route Map drawn up by MRA describes how these aspirations are to be achieved.

To this end, current energy consumption patterns were first quantified. The options for energy conservation and renewable energy generation was then assessed and ranked in order of cost-effectiveness, with economic and employment impacts also being duly considered. If the aspirations are indeed realised, ultimate cost savings on fossil-based energy in the region will amount to some three billion Euro annually. 

While these aspirations are certainly feasible, the platform has made it clear that major efforts will be required. One key element is to ensure there is sufficient support among both citizens and the business community. The Route Map sets out the steps that need to be taken in the short as well as longer term and the parties that will need to be involved. The focus is on elements on which collaboration under the MRA umbrella will have distinct added value or is even essential. The Route Map also includes a joint agenda for lobbying both the national government and the EU. A number of iconic projects are furthermore described, designed to provide tangible evidence of the value of collaboration to society at large.]]></description>
			<pubDate>Thu, 18 Aug 2011 11:59:06 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Climate analysis Subcoal&reg;]]></title>
			<link>http://www.ce.nl/publicatie/climate_analysis_subcoal+en+reg%3B/1158</link>
			<guid>http://www.ce.nl/publicatie/climate_analysis_subcoal+en+reg%3B/1158</guid>
			<description><![CDATA[This study compares the climate effects of the processing of coarse rejects from the paper industry by the Subcoal&amp;reg; route with incineration of the rejects in a waste incineration plant (WIP). A previous study by CE Delft revealed that for the paper-plastic fraction of household waste, the Subcoal&amp;reg; route scores better in terms of climate impact and overall environmental burden compared with incineration in a WIP. This report shows how the climate change comparison between the Subcoal&amp;reg; and WIP routes pans out for coarse rejects from the paper industry. In this case, too, the Subcoal&amp;reg; route has a significantly lower climate change impact than the WIP route. Per tonne of reject the Subcoal&amp;reg; route avoids 828 kilo CO2 emissions compared with an average WIP and 545 kilo CO2 compared with a high-performance WIP (Figure 1). 

Figure 1: Comparison of avoided CO2 emissions of rejects processed via the Subcoal&amp;reg;/lime kiln route and in a waste incineration plant


For the production of lime this means that when Subcoal&amp;reg; is co-fired at 30% (on a caloric basis), the CO2 emissions of the lime production process can be reduced by 17-18%. ]]></description>
			<pubDate>Tue, 05 Jul 2011 08:34:15 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Biodiversity and Land Use]]></title>
			<link>http://www.ce.nl/publicatie/biodiversity_and_land_use/1157</link>
			<guid>http://www.ce.nl/publicatie/biodiversity_and_land_use/1157</guid>
			<description><![CDATA[In a project commissioned by the Dutch Ministry of Infrastructure and Environment, CE Delft explored whether indicators that link m2 land used for economic activities with biodiversity, are available and whether they could be applied in the various areas of policy-making in which biodiversity is an important issue.

CE Delft selected three indicators to examine in more detail: 
-&amp;nbsp;&amp;nbsp;&amp;nbsp; The Mean Species Abundance indicator (MSA), developed under the TEEB program
-&amp;nbsp;&amp;nbsp;&amp;nbsp; ReCiPe LCA methodology
-&amp;nbsp;&amp;nbsp;&amp;nbsp; The biodiversity impact indicator developed by TNO. 

All three indicators employ the relative reduction in biodiversity compared with the pristine baseline situation to describe the impact of different kinds of land use on biodiversity. 

Each of the identified indicators has its strengths, limitations and specific features.
For application in policies, the ReCiPe indicator would be the most suitable methodology in the current situation, mainly because of its integration in LCA methodology. Its value and that of the other two indicators could be improved by improving the extensiveness and level of detail of the underlying datasets. Furthermore, combining the different methodological features of the three identified indicators would improve their value in policy applications.]]></description>
			<pubDate>Thu, 09 Jun 2011 16:54:02 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[IPO National Road-map Waste Heat]]></title>
			<link>http://www.ce.nl/publicatie/ipo_national_road-map_waste_heat/1165</link>
			<guid>http://www.ce.nl/publicatie/ipo_national_road-map_waste_heat/1165</guid>
			<description><![CDATA[In the Climate and Energy Agreement between the provinces and the government, the provinces include how they contribute to reducing CO2 emissions, energy conservation and increased use of renewable energy sources. One of the aspects of this Agreement is to identify the opportunities for the maximum utilization of waste heat.

Using the recently published Heat Atlas (Warmteatlas)&amp;nbsp;Of the National Centre for Expertise on Heat (Nationaal Expertisecentrum Warmte, NEW) by Agentschap NL, a quick scan was done of the potential of waste heat that is available per province. It can be assumed that potentially available waste heat in The Netherlands is around 100 PJ per year, about one third of the current heat consumption of Dutch households. About 57 PJ of useful heat can be used for heat supply to households (e.g. district heating). Enough for 1.2 million households and a CO2 reduction of 3,200 kton.

The provinces of The Netherlands vary widely. Both in heat supply and demand, and in view of government roles and the policy on heat. Not all provinces have to engage in active policies on waste heat or have the resources to fund projects. It is concluded that it is not possible for a generic set of policy recommendations for all provinces by which a successful use of waste heat is guaranteed.

A specific set of recommendations for every province is formulated. For all provinces together the IPO National Road-map Waste Heat was drawn up. This Road-map contains a number of concrete recommendations for the provinces, Agentschap NL and the national government. These recommendations concern the biggest obstacles in terms of legislation and facilitate the realization of waste heat projects in the provinces. 

    
        
            
            
            Total 
            heat
            demand
            (TJ)
            
            
            Useful 
            heat
            demand
            (TJ)
            
            
            Waste
            heat
            supply 
            (TJ)
            
            
            Potential
            use
            (TJ)
            
            
            
            Potential
            use
            (dwellings)
            
            
            
            CO2
            reduction
            (kton)
            
            
            
        
        
            Zuid-Holland
            63.585
            50.159
            25.325
            13.782
            297.000
            780
        
        
            Gelderland
            42.391
            42.007
            16.900
            9.829
            211.000
            556
        
        
            Limburg
            26.144
            35.581
            14.300
            7.317
            157.000
            414
        
        
            Noord-Brabant
            52.886
            28.174
            14.113
            8.063
            173.000
            456
        
        
            Groningen
            13.027
            13.979
            7.713
            2.144
            46.000
            121
        
        
            Noord-Holland
            54.510
            16.280
            7.225
            5.876
            126.000
            333
        
        
            Zeeland
            8.004
            13.975
            5.950
            1.783
            38.000
            101
        
        
            Overijssel
            23.578
            4.888
            3.375
            3.059
            66.000
            173
        
        
            Drenthe
            11.635
            6.051
            3.188
            1.814
            39.000
            103
        
        
            Utrecht
            24.473
            4.231
            2.113
            2.000
            43.000
            113
        
        
            Friesland
            14.349
            4.178
            1.650
            550
            12.000
            31
        
        
            Flevoland
            6.192
            4.070
            750
            750
            16.000
            42
        
        
            Total
            340.776
            223.572
            102.600
            56.967
            1.224.000
            3.224
        
    


Disclaimer: For this study use has been made of data provided in the Heat Atlas published by NL Agency, which has stated that these data are not suitable for quantitative calculations. Their usefulness is thus limited to identification of potential opportunities, which was the goal of the present study. The full disclaimer of the Heat Atlas is available (in Dutch) at www.warmteatlas.nl.]]></description>
			<pubDate>Fri, 19 Aug 2011 10:43:02 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Feedstocks: A quick scan ]]></title>
			<link>http://www.ce.nl/publicatie/feedstocks%3A_a_quick_scan_/1197</link>
			<guid>http://www.ce.nl/publicatie/feedstocks%3A_a_quick_scan_/1197</guid>
			<description><![CDATA[While there is no scarcity of biotic feedstocks, this does not hold for fertile farmland. Growing demand for feedstocks without a corresponding increase in fertile acreage will therefore lead to scarcity. This is the core message of CE Delft&amp;rsquo;s input to the &amp;lsquo;Feedstocks&amp;rsquo; discussion paper presented by the Dutch cabinet to parliament this summer. CE Delft&amp;rsquo;s main contribution was a study into expectations and impacts vis-&amp;agrave;-vis biotic feedstocks like timber and soy. The study is included in the larger study &amp;ldquo;En route to a feedstocks strategy. Quick scan for a &amp;lsquo;Feedstocks&amp;rsquo; discussion paper&amp;rdquo; carried out jointly by the Hague Centre for Strategic Studies, TNO and CE Delft. The main conclusion regarding biotic scarcity is that while biotic feedstocks are not scarce, there is not enough fertile land available for growing both food and (bio)energy and (bio)chemical feedstocks. This means prices will rise and growing competition among applications (food versus fuel, for example).]]></description>
			<pubDate>Fri, 18 Nov 2011 10:58:57 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Costs and impacts of 'Creating a Green Metropolis' ]]></title>
			<link>http://www.ce.nl/publicatie/costs_and_impacts_of_creating_a_green_metropolis_/1169</link>
			<guid>http://www.ce.nl/publicatie/costs_and_impacts_of_creating_a_green_metropolis_/1169</guid>
			<description><![CDATA[In its plan 'Creating a Green Metropolis', Friends of the Earth-Netherlands (FoE-NL, Milieudefensie) has set out an alternative and in their eyes more sustainable vision for improving accessibility in the Rotterdam region. Among the measures proposed are better and more robust public transport, good fast-biking lanes and road-pricing. At the same time FoE-NL recommends scrapping the plans for two major road projects: the A13/A16 and the Blankenburg Tunnel with a widening of the A20.

CE Delft has estimated the costs and environmental impacts of these proposals, Goudappel Coffeng the traffic impacts. The proposals will cost an estimated &amp;euro; 100 million less than the government&amp;rsquo;s current road-building plans. In terms of environmental impact, too, the FoE-NL proposals score better, with regional NOx emissions projected to decline by around 8.5% and CO2 emissions by around 11%. The calculations by Goudappel Coffeng indicate around 40% less congestion.]]></description>
			<pubDate>Tue, 05 Jul 2011 10:12:45 +0200</pubDate>
			<category>Algemeen</category>
		</item>
		
		        
		<item>
			<title><![CDATA[Climate impact of the half-litre PET bottle]]></title>
			<link>http://www.ce.nl/publicatie/climate_impact_of_the_half-litre_pet_bottle/1170</link>
			<guid>http://www.ce.nl/publicatie/climate_impact_of_the_half-litre_pet_bottle/1170</guid>
			<description><![CDATA[Over the past decade manufacturers have gradually improved the environmental performance of half-litre PET bottles. Bottle weight has been reduced, a certain amount of recycled PET is now incorporated and discarded PET bottles are to some extent recycled via the &amp;lsquo;Plastic Heroes&amp;rsquo; collection system. CE Delft has calculated that these three factors have together reduced the climate impact of the average half-litre PET bottle by 37% over the past 10 years. This improvement is equivalent to avoiding the emissions associated with 46 million showers being taken. It is anticipated that with increased recycling, further weight reduction and more use of recycled PET a similar improvement will again be feasible in the coming years.]]></description>
			<pubDate>Tue, 05 Jul 2011 10:21:09 +0200</pubDate>
			<category>Algemeen</category>
		</item>
		
		        
		<item>
			<title><![CDATA[Opportunities for Green Gas]]></title>
			<link>http://www.ce.nl/publicatie/opportunities_for_green_gas/1171</link>
			<guid>http://www.ce.nl/publicatie/opportunities_for_green_gas/1171</guid>
			<description><![CDATA[Biogas, or Green Gas, appears to be an interesting option for improving the sustainability of the Dutch economy through greatly increased use of gas in the energy supply. However, the biomass used as a feedstock for biogas can also be used for producing electricity, biodiesel, bio-ethanol, bioplastics, &amp;lsquo;green chemicals&amp;rsquo; and even bio-steel. In this brief report the key features of using biomass for gas production are compared with options in other sectors. The comparison indicates that it is above all wet biomass flows (like manure and household biowaste) that are suitable for conversion to biogas. In 2020 this could potentially provide between 1 and 1.5 billion Nm3 gas. Although gasification of dry biomass may also eventually become an interesting option, in this case there will be strong competition from power generators, for whom solid biomass is a viable feedstock. In the course of time dry biomass may become attractive for the steel, chemicals and transport sectors, too.]]></description>
			<pubDate>Tue, 05 Jul 2011 10:54:48 +0200</pubDate>
			<category>Algemeen</category>
		</item>
		
		        
		<item>
			<title><![CDATA[Blending and BunkeringAn analysis of the bunker fuel supply chain]]></title>
			<link>http://www.ce.nl/publicatie/blending_and_bunkering%3Cbr%3Ean_analysis_of_the_bunker_fuel_supply_chain/1193</link>
			<guid>http://www.ce.nl/publicatie/blending_and_bunkering%3Cbr%3Ean_analysis_of_the_bunker_fuel_supply_chain/1193</guid>
			<description><![CDATA[Bunker fuel operations are a major economic activity in the Netherlands, with over 20,000 ocean-going vessels bunkering fuel oil in the Port of Rotterdam annually. Following a series of incidents, questions have arisen about the possible admixture of hazardous waste to this fuel. The present study aims to provide insight into bunker fuel, blend components, the parties involved in the chain and the risk of hazardous waste admixture. It was carried out at the request of the Netherlands&amp;rsquo; Environmental Inspectorate, the agency responsible for monitoring the processing of waste streams.&amp;nbsp;

Worldwide, some 100 incidents involving the presence of (hazardous) waste in maritime fuel oil have been reported since 2003. Fuel oil consists mainly of oil refinery residues, which are blended with other components (in some cases ten or more) to bring the fuel up to specification. These blend components are usually waste streams from oil refineries and other industrial processes like ethylene cracking or plastics production.&amp;nbsp;

The market is made up of independent oil traders, major oil companies, tank storage and transhipment firms and suppliers. This market is fairly untransparent as well as highly dynamic and price-competitive, and there is a strong incentive to use cheap blend components. Although the IMO standard Marpol Annex VI and the ISO product standard ISO 8217 lay down quality requirements for the end product, they provide no quality guarantee down the supply chain, which means there is a risk of hazardous waste being admixed. Apart from the aforementioned incidents, however, little is known about the scale on which this occurs.&amp;nbsp;

Based on the present study, CE Delft advises the IMO (International Maritime Organisation) and ISO (International Organisation for Standardization) to lay down explicitly, in Marpol Annex VI and ISO 8217, which blend components are permitted and which are not. In addition, we advise introducing an obligation for parties in the supply chain to keep an account of the source and composition of the blend components used and the bunker fuel supplied. This will provide better guarantees as to the quality of the fuel oil marketed and reduce the risk of hazardous waste admixture. The Netherlands Environment and Transport Inspectorate is to use the results of the study in its activities monitoring the bunker fuel chain.]]></description>
			<pubDate>Wed, 02 Nov 2011 13:36:34 +0100</pubDate>
			<category>Algemeen</category>
		</item>
		
		        
		<item>
			<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>
		</item>
		
		        
		<item>
			<title><![CDATA[Air quality in Drenthe]]></title>
			<link>http://www.ce.nl/publicatie/air_quality_in_drenthe/1200</link>
			<guid>http://www.ce.nl/publicatie/air_quality_in_drenthe/1200</guid>
			<description><![CDATA[The Dutch province of Drenthe has a Provincial Air Quality Action Plan in place &amp;nbsp;that runs to the end of 2012. For the following period the underlying information has now been updated.&amp;nbsp;

Drenthe has no air quality problems to speak of and does not therefore participate in the National Cooperative Air Quality Programme. (The same holds for the provinces of Groningen, Friesland and Zeeland.) In Drenthe the background concentrations of both NO2 and PM10 for the years 2010, 2015 and 2020 are only around half the annual mean limit of 40 &amp;mu;g/m3. &amp;nbsp;It may therefore be concluded that the air quality limits are not presently being exceeded along roads (both primary and secondary), nor will they do so in the foreseeable future.&amp;nbsp;

In the 2006 Background Document it was concluded that nowhere in Drenthe does industrial activity lead to standards exceedance. New information and understanding provide no grounds for altering that conclusion.&amp;nbsp;

In the old peat extraction areas in the province soils have dried out, becoming susceptible to drift because of their sandiness and relatively low organic matter content (humus to bind the sand). However, there are no grounds for presuming that levels of wind-blown soil/dust will become any higher in the future than indicated by current models.&amp;nbsp;

In the 2009-2012 Air Quality Action Plan the Provincial Executive expressed a desire for further study on the potential regional health impacts of &amp;nbsp;airborne pesticides. Such a study was carried out based on the current literature, with the following results. There is minimal exposure to airborne pesticides in Drenthe. For the province&amp;rsquo;s ambition to comply with legislative standards, the provisions currently in place for limiting pesticide risks provide sufficient basis for adequate citizen protection.

In this province there is only limited stench nuisance. While there are several industries that have received extra focus because of stench complaints in the past, in general these industries cause no substantial problems.]]></description>
			<pubDate>Fri, 18 Nov 2011 11:42:00 +0100</pubDate>
			<category>Algemeen</category>
		</item>
		
		        
		<item>
			<title><![CDATA[Energy saving potential under the Dutch Environmental Control Act]]></title>
			<link>http://www.ce.nl/publicatie/energy_saving_potential_under_the_dutch_environmental_control_act/1146</link>
			<guid>http://www.ce.nl/publicatie/energy_saving_potential_under_the_dutch_environmental_control_act/1146</guid>
			<description><![CDATA[In the Netherlands businesses and institutions are obliged under the Environmental Control Act to take steps to conserve energy if the costs of such measures can be recuperated within five years. A study by CE Delft and the DCMR Environmental Protection Agency shows that in the Netherlands as a whole there is potential for saving 47 PJ a year (the energy consumption of 500,000 dwellings) simply by following the letter of the Environmental Control Act &amp;ndash; which is good news for every local authority pursuing pro-active climate policy. 

The study is based on energy checks carried out over the past few years by DCMR at around 400 larger organisations such as secondary schools, nursing homes and offices. Besides providing information on energy performance, this also yielded insight into the usefulness and necessity of energy conservation measures. This environmental target approach is also available at www.dcmr.nl. If local authorities throughout the Netherlands were to follow up on the Environmental Control Act in this way, these kinds of institutions could on average save 15-20% on their energy consumption by implementing cost-effective measures with a payback of five years or less. On the basis of this study it can be concluded that it makes sense for local authorities to make systematic efforts to conserve energy in conformity with the Environmental Control Act, because this can lead to substantial savings on energy consumption.]]></description>
			<pubDate>Wed, 04 May 2011 10:59:38 +0200</pubDate>
			<category>Algemeen</category>
		</item>
		
		        
		<item>
			<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>
		</item>
		
		        
		<item>
			<title><![CDATA[The Accountability of European Renewable Energy and Climate Policy]]></title>
			<link>http://www.ce.nl/publicatie/the_accountability_of_european_renewable_energy_and_climate_policy/1143</link>
			<guid>http://www.ce.nl/publicatie/the_accountability_of_european_renewable_energy_and_climate_policy/1143</guid>
			<description><![CDATA[CE Delft has studied the question of what might happen if in 2015 and 2020 it transpires that European renewable energy and climate policy targets have not been met. More specifically, CE Delft has examined (1) the degree to which the various European energy and climate targets are &amp;lsquo;firm&amp;rsquo; in the sense that they bring about accountable result obligations for member states that are binding, (2) the risks affecting the probability of the targets not being met, (3) the penalties the European Commission might demand if the targets are not met, and (4) the likely deterrent effect of such penalties. The main conclusions of the analysis are the following:&amp;nbsp;

    Almost all the European renewable energy and climate targets are formulated as binding result obligations for member states. In the field of energy saving and energy efficiency, however, binding targets are lacking, despite member states having a statutory obligation to take (cost-effective) measures to promote energy saving and energy efficiency.
    To meet their national renewable energy targets member states need to step up their efforts, especially when it comes to energy end-use efficiency. So far the European Commission provided no indication of how it values the quality, i.e. anticipated effectiveness, of the measures proposed by member states to (further) promote renewable energy generation and consumption.
    Member states failing to meet their renewable energy or climate policy targets may face a penalty in the form of a lump sum payment and/or periodic penalty payments. The magnitude of such penalties will depend on (a) the severity of the infringement, (b) its duration and (c) the desired deterrent effect. At the moment it is unknown if and how the Commission will make use of its penalty-imposing powers. However, if at some point in the future the Commission wishes to exercise this right, it will have to indicate in a timely and transparent manner that efforts to comply have been insufficient.
    It is unclear how the deterrent of possible penalties might weigh up against the benefits of not complying with agreed targets, in terms of both costs saved and profits made by choosing &amp;lsquo;cheap&amp;rsquo; fossil-fuelled options for power generation instead. Further study can shed light on the magnitude and type of penalty required to act as sufficient incentive for member states to meet their targets. If insufficient action is taken the (internal) market could suffer, e.g. if one country considers the targets to be binding (and invests accordingly) while another opts not to because this is deemed economically favourable.
]]></description>
			<pubDate>Wed, 04 May 2011 10:34:54 +0200</pubDate>
			<category>Algemeen</category>
		</item>
		
		        
		<item>
			<title><![CDATA[The printerless office]]></title>
			<link>http://www.ce.nl/publicatie/the_printerless_office/1145</link>
			<guid>http://www.ce.nl/publicatie/the_printerless_office/1145</guid>
			<description><![CDATA[Whether or not use of an e-reader in an office environment is environmentally friendlier than printed paper depends entirely on the type of user. In this study lifecycle assessment was used to determine the respective environmental impact of e-readers and printed paper and establish the tipping point at which the impact of a certain number of prints equals that of e-reader use. Because the precise composition of an e-reader (with e-ink) is proprietary information, scenarios were used for this purpose. The tipping point at which an e-reader, with an assumed service life of 2 years, is environmentally friendlier than prints is between 3,000 and 13,000 prints a year. It therefore depend on the office situation what the best option is.]]></description>
			<pubDate>Wed, 04 May 2011 10:30:12 +0200</pubDate>
			<category>Algemeen</category>
		</item>
		
		        
		<item>
			<title><![CDATA[Analysis of GHG Marginal Abatement Cost Curves]]></title>
			<link>http://www.ce.nl/publicatie/analysis_of_ghg_marginal_abatement_cost_curves/1155</link>
			<guid>http://www.ce.nl/publicatie/analysis_of_ghg_marginal_abatement_cost_curves/1155</guid>
			<description><![CDATA[Many studies have shown that the fuel efficiency of ships can be improved considerably at a net profit. This report identifies the main barriers for uptake of cost-effective measures and presents a comparative analysis of different marginal abatement cost curves (MACCs).

It transpires that the differences in the available MACCs can be largely explained by use of different emission baselines and slightly varying sets of measures. Other contributing factors are minor differences in the costs and estimated potentials of specific measures and differences in the projected fleet structure.
&amp;nbsp;
The report identifies three main reasons why not all cost-effective measures are currently being taken:

    Technological barriers. Not all the technologies featuring in the MACCs are considered to yield fuel savings by the ship owners and operators interviewed. Moreover, some technologies are perceived to be associated with a high risk of failure.
    Institutional barriers. Two institutional barriers are of particular importance. The first is the fact that vessel fuel efficiency is not currently reflected in either charter rates or second-hand prices. This means that ship owners investing in fuel efficiency measures cannot generally recoup their investment unless they operate their own ships or have long-term agreements with charterers. The second is that many yards do not have the capacity to offer changes to existing designs, or are only willing to do so at substantial cost. Many yards seem to have focussed on reducing newbuild costs, with little regard to lifecycle costs.
    Financial barriers. The main financial barrier appears to be associated with the risk associated with certain technologies.
]]></description>
			<pubDate>Tue, 05 Jul 2011 09:20:58 +0200</pubDate>
			<category>Algemeen</category>
		</item>
		
		        
		<item>
			<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>
		</item>
		
		        
		<item>
			<title><![CDATA[The route to municipal energy neutrality Strategies for an energy-neutral Delft]]></title>
			<link>http://www.ce.nl/publicatie/the_route_to_municipal_energy_neutrality_%3Cbr%3Estrategies_for_an_energy-neutral_delft/1247</link>
			<guid>http://www.ce.nl/publicatie/the_route_to_municipal_energy_neutrality_%3Cbr%3Estrategies_for_an_energy-neutral_delft/1247</guid>
			<description><![CDATA[The aim of this study is to provide insight into the strategies available to make &amp;nbsp;the City of Delft energy-neutral and outline the potential policy consequences of such a move. The project was specifically designed to facilitate discussions within the municipal council, with a series of workshops being organised to which councillors were also invited. This report discusses the motives for pursuing energy neutrality and the ensuing consequences and examines how efforts will depend on &amp;nbsp;policies at the national and EU level as well as on the level of participation by local stakeholders (private citizens, businesses, NGOs).&amp;nbsp;

The envisaged strategy comprises two main elements:&amp;nbsp;

    A &amp;lsquo;bedrock&amp;rsquo; common to any strategy regardless of how it is further elaborated, comprising a programme geared mainly towards energy conservation and heat distribution grids. The greatest gains will derive from improved energy efficiency, which at the same time involves the least risks. It is pivotal that this bedrock be robust and that due political efforts be made to maintain it under successive administrations. Another element of this basic programme is to provide a good example, by improving the energy efficiency of existing municipal buildings, among other things, and communicating the rationale to the citizenry and business community by means of broad-based and recurrent information campaigns. Once this track has proved sufficiently successful, the focus of municipal policy can gradually shift towards renewable power generation.
    As a superstructure to this bedrock, a further policy package that will depend on the colour successive administrations and municipal councils decide to give it. For orientation in this regard, three scenarios were elaborated:


    Green Delft;
    United Delft; and
    Innovative Delft.

&amp;nbsp;]]></description>
			<pubDate>Thu, 19 Apr 2012 14:23:20 +0200</pubDate>
			<category>Algemeen</category>
		</item>
		
		        
		<item>
			<title><![CDATA[Environmental impacts of redesign of the Brienenoord and Algera corridor]]></title>
			<link>http://www.ce.nl/publicatie/environmental_impacts_of_redesign_of_the_brienenoord_and_algera_corridor/1139</link>
			<guid>http://www.ce.nl/publicatie/environmental_impacts_of_redesign_of_the_brienenoord_and_algera_corridor/1139</guid>
			<description><![CDATA[As part of the elaboration of the Masterplan &amp;lsquo;Rotterdam Vooruit&amp;rsquo;, the environmental impacts of the infrastructure round the van Brienenoord bridge were investigated. The results are set out in this interim report on the Strategic Impact Assessment, which describes the likely environmental impacts. The main impacts to emerge relate to degradation of nature, landscape and cultural heritage. Based partly on this interim report, the exploratory &amp;lsquo;MIRT&amp;rsquo; study for the Masterplan was further elaborated, specifically for the subproject &amp;lsquo;Redesign of the Brienenoord and Algera corridor&amp;rsquo;, focusing on practical strategies for addressing the issues identified.]]></description>
			<pubDate>Wed, 30 Mar 2011 09:22:09 +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[Background data for electricity labelling 2010]]></title>
			<link>http://www.ce.nl/publicatie/background_data_for_electricity_labelling_2010/1138</link>
			<guid>http://www.ce.nl/publicatie/background_data_for_electricity_labelling_2010/1138</guid>
			<description><![CDATA[Since 1 January 2005 Dutch power companies must label the electricity they supply according to its source. CE Delft has determined the mix of the electricity supplied in the Netherlands in 2010. Over 50% derives from gas-fired power stations, with coal accounting for 16%, nuclear for 4% and renewables for 26%. The environmental consequences expressed in terms of CO2 and radioactive waste are 332 g CO2/KWh and 0.0001 g nuclear waste/KWh, respectively.]]></description>
			<pubDate>Wed, 30 Mar 2011 09:03:32 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[The environmental impact of mink fur production]]></title>
			<link>http://www.ce.nl/publicatie/the_environmental_impact_of_mink_fur_production/1131</link>
			<guid>http://www.ce.nl/publicatie/the_environmental_impact_of_mink_fur_production/1131</guid>
			<description><![CDATA[This study reports on a life cycle assessment (LCA) of mink fur production, quantifying the environmental impact of the production chain 'from feed to fur'. To produce 1 kg of fur requires more than 11 animals. In the course of its lifetime, mink eat about 50 kg of feed, resulting in 563 kg of feed required per kg of fur. Although the feed consists mainly of offal and this is accounted for by very low allocation of environmental impacts, the 563 kilos required to produce 1 kg of fur knocks on considerably in the total environmental footprint of fur and for 14 of the 18 impact categories studied, feed is the predominant factor. Compared with textiles, fur has a higher impact per kg in 17 of the 18 environmental categories, including climate change, eutrophication and toxic emissions. In many cases, fur has impacts that are a factor 2 to 28 higher than textiles, even when lower-bound values are taken for various links in the production chain.]]></description>
			<pubDate>Fri, 25 Feb 2011 10:20:17 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[CE Delft Ban on night flights at Heathrow Airport]]></title>
			<link>http://www.ce.nl/publicatie/ce_delft_ban_on_night_flights_at_heathrow_airport/1126</link>
			<guid>http://www.ce.nl/publicatie/ce_delft_ban_on_night_flights_at_heathrow_airport/1126</guid>
			<description><![CDATA[January 27th, 2011&amp;nbsp;CE Delft released a report that shows that a ban on night flights at Heathrow Airport before 6 am could actually benefit the British economy as a whole. Later this year, the British government is expected to consult on a new night flight schedule at Heathrow, Stansted and Gatwick airports. The CE Delft social cost benefit analysis, commissioned by HACAN, found that the economic benefits of having less night noise and consequentially less sleep disturbance, in addition to other positive side effects, would outweigh the costs of decreased earnings for the aviation sector and a possible decline in tourism revenue. 
This balance of costs and benefits depends heavily upon passengers&amp;rsquo;&amp;nbsp; behavioural response to a night flight ban. Using three different response scenarios, CE Delft has found that the balance ranges from a net benefit of GBP 860 million to a net cost of GDP 53 million over a ten year period.]]></description>
			<pubDate>Mon, 14 Feb 2011 09:47:44 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Price sensitivity of road freight transport - Towards a better understanding of existing results]]></title>
			<link>http://www.ce.nl/publicatie/price_sensitivity_of_road_freight_transport_-_towards_a_better_understanding_of_existing_results/1130</link>
			<guid>http://www.ce.nl/publicatie/price_sensitivity_of_road_freight_transport_-_towards_a_better_understanding_of_existing_results/1130</guid>
			<description><![CDATA[At the request of Transport &amp;amp; Environment, CE Delft has teamed up with Significance to investigate the price sensitivity of European road haulage, with the prime focus on long-distance transport.&amp;nbsp;

The price sensitivity of road freight carriage was first examined by means of an extensive literature study of the elasticities of three types of price change: in fuel price, vehicle-kilometre price and tonne-kilometre price. In the literature a wide range of price elasticities are reported for road haulage. However, the various studies are characterized by major differences in research methodology, time horizon, geographical scope and response mechanisms considered (i.e. how forwarders and hauliers respond to price changes). Through careful analysis of the differences between the studies it proved possible to narrow the bandwidth of the price elasticities.

Besides analysing price elasticities, the study also examined the observed impact of the kilometre-charge schemes currently in place for heavy goods vehicles (HGV) in Europe. Although no in-depth studies have yet been carried out to evaluate these schemes, there are indications that the Austrian and German MAUT scheme has contributed to reducing the average HGV trip length, possibly as a result of more efficient logistical planning, among other factors.]]></description>
			<pubDate>Thu, 17 Feb 2011 14:39:31 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[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[The Netherlands: An import nationLand use and emissions from resource flows]]></title>
			<link>http://www.ce.nl/publicatie/the_netherlands%3A_an_import_nation%3Cbr%3Eland_use_and_emissions_from_resource_flows/1113</link>
			<guid>http://www.ce.nl/publicatie/the_netherlands%3A_an_import_nation%3Cbr%3Eland_use_and_emissions_from_resource_flows/1113</guid>
			<description><![CDATA[This report analyses the environmental impact of the raw materials we import for domestic consumption in the Netherlands as well as the raw materials that are re-exported once they have been converted to products (thereby also contributing to our economic welfare). Using data from Netherlands Statistics (CBS), four kinds of impact are analysed: greenhouse gas emissions, toxic emissions, land use and biodiversity loss. The following raw materials are found to have a major impact on these themes: cacao, chemical feedstocks, coal, cereals, timber, paper, cotton, oilseeds, soy, steel, copper, aluminium, zinc, transport fuels, fish, meat, dairy and potatoes. For many of these commodities &amp;lsquo;cradle-to-grave&amp;rsquo; policies are under development in the Netherlands (e.g. soy, aluminium, paper and cacao), but for others this is not yet the case. To an extent, moreover, these are &amp;lsquo;one-track&amp;rsquo; policies focusing solely on energy issues, or on biodiversity loss. To ensure policies are not mutually incompatible, the various themes should be integrated. The report also presents a specific ranking of the commodities on the respective environmental themes.]]></description>
			<pubDate>Tue, 11 Jan 2011 15:28:28 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Supply chain analysis: more than LCA alone ]]></title>
			<link>http://www.ce.nl/publicatie/supply_chain_analysis%3A_more_than_lca_alone_/1122</link>
			<guid>http://www.ce.nl/publicatie/supply_chain_analysis%3A_more_than_lca_alone_/1122</guid>
			<description><![CDATA[There are serious sustainability issues with South American soy production, due largely to the rapid increase in soy acreage triggered by a marked rise in global demand. One of the main applications of soy is in the form of soybean meal for animal feed. A possible solution to the cited issues might therefore be to replace the soy-based feed used in Europe today with feed produced from home-grown ingredients. There are several leguminous crops eligible for this purpose, in particular peas, field beans and lupins.

To assess whether substitution of soy by European grain legumes would be a wise move requires thorough analyses of sustainability aspects. This report presents recommendations for guidelines for such analyses. These relate to two issues: assessment of sustainability as such, and comparative assessment of soy versus legumes. It is proposed to adopt a &amp;lsquo;stacked&amp;rsquo; approach comprising both sustainability criteria and LCA. In comparative LCA studies the definition of the system boundaries and the choice of impact categories are of pivotal importance for the results obtained.
&amp;nbsp;]]></description>
			<pubDate>Wed, 12 Jan 2011 10:33:40 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[GHG emissions of green coffee productionToward a standard methodology for carbon footprinting]]></title>
			<link>http://www.ce.nl/publicatie/ghg_emissions_of_green_coffee_production%3Cbr%3Etoward_a_standard_methodology_for_carbon_footprinting/1117</link>
			<guid>http://www.ce.nl/publicatie/ghg_emissions_of_green_coffee_production%3Cbr%3Etoward_a_standard_methodology_for_carbon_footprinting/1117</guid>
			<description><![CDATA[CE Delft and Plant Research International have examined current knowledge of the greenhouse gas emissions associated with the production of coffee as well as existing standards in the area of carbon footprinting to identify the main methodological issues and data gaps in carbon footprinting of coffee. Building on this report, the SAI platform working group on coffee will start working with stakeholders on &amp;quot;product category rules&amp;quot; (PCR) for green coffee footprinting.&amp;nbsp; 

The following challenges were identified:

    Science: soil organic matter, shade trees/intercropping, emissions due to fertilizer use, emissions from fermentation and residue treatment
    Methodology: inclusions of sources (soil/above-ground carbon), data quality, calculation procedure, allocation (farm management)
    Process: many stakeholders, mitigation is only one of the issues
    &amp;nbsp;
]]></description>
			<pubDate>Wed, 12 Jan 2011 11:04:09 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Impacts of Mobility Mixx products for 'The Netherlands plc']]></title>
			<link>http://www.ce.nl/publicatie/impacts_of_mobility_mixx_products_for_the_netherlands_plc/1125</link>
			<guid>http://www.ce.nl/publicatie/impacts_of_mobility_mixx_products_for_the_netherlands_plc/1125</guid>
			<description><![CDATA[For Mobility Mixx CE Delft calculated the likely impacts of applying the Mobility Mixx products,&amp;nbsp; Mobility Card* and Mobility Pool**, across the whole of Dutch industry as well as government apparatus. The conclusions of this analysis are as follows:

Implementation of Mobility Mixx products across Dutch industry and government agencies would lead to an estimated 4.2-9.6 billion less car-kilometres being driven, 0.6-1.4 Mt less CO2 being emitted and the total cost of mobility for employers declining by 0.6-1.4 billion Euro. In addition, annual productivity is projected to rise by around 15 billion hours and the number of employees parked daily to decline by around 300 thousand.

These data provide an rough indication of the available potential, based on average patterns of commuting and business travel and the impacts observed in previous pilot studies on mobility policies.

* Mobility Card offers an easy way for employees (including lease drivers) to plan and pay their business journeys. 
** Mobility Pool offers a pool car at the company site that can be&amp;nbsp; booked by employees for their business journeys. The presence of the car at work allows employees to use public transport or the bike for commuting.]]></description>
			<pubDate>Tue, 18 Jan 2011 09:43:59 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Marginal land use changes for varying biofuels volumes]]></title>
			<link>http://www.ce.nl/publicatie/marginal_land_use_changes_for_varying_biofuels_volumes/1108</link>
			<guid>http://www.ce.nl/publicatie/marginal_land_use_changes_for_varying_biofuels_volumes/1108</guid>
			<description><![CDATA[This report reflects on the RED-induced biofuels policies of individual EU member states in light of the recently produced EU studies on ILUC and in light of practical aspects such as (agricultural) feedstocks availability and fuel quality restrictions for blending of biofuels. It concludes that member states&amp;rsquo; biofuels policies and ambitions appear rather inefficient and focused on a suboptimal biofuels blend.

The National Renewable Energy Action Plans (NREAPs) of the individual EU member states indicate that the range of biofuels that will be applied in 2020 will consist for at least 1/3 but probably up to &amp;frac12; of biodiesel. Bio-ethanol will make up approximately &amp;frac14; of the total mix, with waste-based biofuels and renewable electricity making up the rest. This deviates significantly from the &amp;frac12; bio-ethanol, &amp;frac12; biodiesel blend considered in the IFPRI study currently used by the EU Commission as the principal source of information on the indirect land use change (ILUC) induced by EU biofuels policy.

Based on RED and recent ILUC studies the anticipated mix of biofuels will yield an estimated greenhouse gas (GHG) emission reduction of 6-17 Mt CO2 eq./a, deriving mainly from utilization of waste-based biofuels and renewable electricity and to a lesser extent from sugar-crop-based bio-ethanol. However, in contrast to the overall picture, the utilisation of oilseed-based biodiesel will probably give a net increase in GHG emissions owing to ILUC-related emissions of these gases. It is uncertain, moreover, whether there are sufficient rapeseed feedstocks for biodiesel available on the global oilseeds market to realize the projected volumes of 1st generation biofuels.

The above conclusion may serve as a guide for adjusting EU biofuels policy and further specifying the terms thereof. In this respect the EU might follow the example of the Swedish government, whose biofuels policy focuses on the use of biogas, bio-ethanol and diesel substitutes based on residues from chemical pulp production. Sugarbeet may be a land-extensive European alternative to tropical sugarcane.&amp;nbsp;]]></description>
			<pubDate>Wed, 12 Jan 2011 10:53:20 +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[Will the energy-intensive industry profit from EU ETS under Phase 3?]]></title>
			<link>http://www.ce.nl/publicatie/will_the_energy-intensive_industry_profit_from_eu_ets_under_phase_3/1097</link>
			<guid>http://www.ce.nl/publicatie/will_the_energy-intensive_industry_profit_from_eu_ets_under_phase_3/1097</guid>
			<description><![CDATA[This study addresses the question whether the new EU ETS allocation mechanism to be introduced in 2013 will alter the scope for energy-intensive companies to pass through the costs of freely obtained allowances and obtain additional profits. Recent empirical research by CE Delft has indicated that it is not only power generators but also energy-intensive industries that have passed through the costs of their EU emission allowances in product prices. As they obtained these emission rights for free, they may have made a windfall profit during the first two phases of the EU ETS. In the third phase, starting in 2013, more rights are to be auctioned, however, and benchmarks introduced.

This study establishes that under this new system firms will have even more incentives to obtain windfall profits. For the marginal firm, energy costs will rise substantial owing to the auctioning of emission rights in excess of the benchmarks. This will put upward pressure on price levels in EU product markets. Cost pass-through and windfall profits are therefore likely to continue even after 2013.
&amp;nbsp;]]></description>
			<pubDate>Thu, 23 Dec 2010 04:07:16 +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[Economic science and perspectives for action: more than an energy tax!]]></title>
			<link>http://www.ce.nl/publicatie/economic_science_and_perspectives_for_action%3A_more_than_an_energy_tax%21/1183</link>
			<guid>http://www.ce.nl/publicatie/economic_science_and_perspectives_for_action%3A_more_than_an_energy_tax%21/1183</guid>
			<description><![CDATA[The Matrix is a multi-year transdisciplinary project initiated in the Netherlands as part of the &amp;lsquo;Climate changes spatial planning&amp;rsquo; programme. Its aim is to develop perspectives for action on climate change in a collaborative effort involving climate scientists, economists, spatial planners and social scientists. CE Delft is responsible for the project&amp;rsquo;s economic component. In this essay Sander de Bruyn looks at the various ways in which the economic sciences impinge on the climate issue.&amp;nbsp;

There is no denying that the economic sciences provide useful perspectives on climate change (cast-ing it as unaccounted damage, say), as well as to creation of concrete (policy) instruments like emis-sions trading. At the same time, though, they also spawn doubts and confusion about the need to in-tervene in the market process in order to avoid dangerous climate change. Much of this confusion arises because economists engage first and foremost with the question of whether climate policy is indeed desirable, to be answered in terms of whether or not the costs of market intervention exceed the benefits of reduced global warming. Economic science is unable to answer this question with any true accuracy, however, because climate change plays out in the (very) long term and economics is equipped above all to explain social phenomena ex post, not predict them. Any cost-benefit analysis of climate change simply skates over the major uncertainties surrounding numerous key issues, such as regional price and income trends across the world one hundred years hence.

When the power of economics as a descriptive science is brought to bear on the climate issue, it is immediately apparent that the costs of mitigation are in all likelihood being underestimated. That the problem of climate change can be technologically resolved at acceptable cost is the general message of the Stern Review, among other reports. In practice, though, climate change is not a technological but a social issue, characterised by complexity. Besides traditional market failures &amp;ndash; which mean that climate damage is insufficiently priced, if at all &amp;ndash; there are also government failures, which occur at two levels. In the first place, international negotiations will not yield the desired results as long as there remains a glaring imbalance between the wealthier nations, where the greatest impact will be expendi-ture on mitigation, and the poorer countries, which will bear the brunt of the actual damage as climate change unfolds. Secondly, the interconnectedness of trade and capital on a global scale has put nu-merous constraints on the scope for governments in wealthier countries to pursue effective climate policy. 

Given all these limitations, economic science should adopt a more modest approach, restricting itself to designing mechanisms that reduce to a minimum the failures of both markets and governments. 

The essay concludes by presenting three perspectives for action, three unorthodox strategies with the capacity to minimise the outlined failures. Internationally &amp;ndash; at the European level, for example &amp;ndash; agreement could be sought on creating a Carbon Added Tax (CAT) which, like Value Added Tax (VAT), would tax carbon on the consumer rather than the producer side, as is the case today. This would remove any incentive for producers to relocate outside Europe and thus shirk their responsibility for reducing global carbon emissions. Nationally &amp;ndash; in the Netherlands, say &amp;ndash; consideration might be given to extending the scope for climate compensation. If such compensation is increasingly accepted as the standard of the day, by corporations and citizens alike, and if the procedures involved are im-proved and extended (to include geo-engineering options, say), this could provide a bottom-up means of steering society in a sustainable, carbon-neutral direction. Thirdly, at the local level more thought should be given to more socially desirable forms of development, on residential or industrial estates, for example. Here there is potential for making car travel and other energy-intensive behaviour less attractive without the government evolving into a &amp;lsquo;nanny state&amp;rsquo;, as some would fear.
&amp;nbsp;]]></description>
			<pubDate>Wed, 28 Sep 2011 12:39:22 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[200-200 in 2020Review of potential Dutch heat capacity]]></title>
			<link>http://www.ce.nl/publicatie/200-200_in_2020%3Cbr%3Ereview_of_potential_dutch_heat_capacity/1120</link>
			<guid>http://www.ce.nl/publicatie/200-200_in_2020%3Cbr%3Ereview_of_potential_dutch_heat_capacity/1120</guid>
			<description><![CDATA[In the Netherlands demand for heat currently represents around 40% of total energy demand. In this country it is above all the built environment, industry (incl. the energy sector) and greenhouse horticulture that account for this relatively high percentage. These sectors vary in their demand characteristics as well as in the options available for heat savings and procurement of sustainably generated heat. For the organisation Warmtenetwerk (&amp;lsquo;Heat Grid&amp;rsquo;) CE Delft conducted a literature study to identify technical savings options in these sectors and the volume of heat that can be supplied sustainably.

As various studies have shown, in the absence of new policies there will be little if any change in demand for heat over the next ten years. At the same time, however, there are numerous options for bringing about just such a change. This study shows that the technical potential exists to save almost 300 PJ of heat by 2020. The most important measures are the following:&amp;nbsp;

    Insulation measures in the built environment
    Process improvements in industry
    Utilisation of waste heat from power stations and waste incinerators
    Cogeneration (combined heat and power generation)

For the horizon of 2020 adopted in this study the sustainable options also provide almost 300 PJ potential. In this case the main options are the following:

    Geothermal energy in greenhouse horticulture and the built environment
    Biogas for bio-cogeneration, or green gas
    Heat pumps/heat-cold storage for the built environment
    Heat from biomass (bio-boilers) for greenhouse horticulture and industry

Although the technical potentials of heat conservation and sustainable heat are approximately the same, the two approaches differ in cost effectiveness. While almost 200 PJ of heat savings can be achieved cost-effectively, this amount is very limited in the case of the sustainable heat options. For an additional price of 10 &amp;euro;/GJ, however, the same figure of 200 PJ of sustainable heat is feasible. Compared with green power options (offshore and onshore wind, photovoltaics), a strong policy focus on heat con-servation and sustainably produced heat would therefore appear to be the logical choice, both economically and to make use of the available potential.]]></description>
			<pubDate>Tue, 11 Jan 2011 15:27:28 +0100</pubDate>
			<category>Algemeen</category>
		</item>
		
		        
		<item>
			<title><![CDATA[Marginal abatement costs and cost-effectiveness of energy-efficiency measures]]></title>
			<link>http://www.ce.nl/publicatie/marginal_abatement_costs_and_cost-effectiveness_of_energy-efficiency_measures/1090</link>
			<guid>http://www.ce.nl/publicatie/marginal_abatement_costs_and_cost-effectiveness_of_energy-efficiency_measures/1090</guid>
			<description><![CDATA[This information document provides the report of a study on the economics and cost-effectiveness of technical and operational measures to reduce CO2 emissions from ships. The methodologies and analyses are structured to support the development and implementation of any regulatory and/or corporate policies that may be adopted. The results may be used by ship designers, builders, owners and operators as a tool in their decision-making on whether to employ one or more technologies or operational measures. The methodology and inputs are structured such that each can be varied should new information be incorporated or to posit and test different views on any of the assumptions.

The following individuals reviewed the report and provided useful comments: Tom Balon; Mark Baylor; Michael Gaffney; Hugh Harris; Fanta Kamakate; Daniel Kane; Dr. Eleanor Kirtly; John Larkin; Dr. Chi Li; Dr. Henry Marcus; Keith Michel; Carlos Pereira; Rear Admiral Robert C. North USCG (ret); Peter Weber; Peter Wallace; Dr. Chengfeng Wang]]></description>
			<pubDate>Tue, 19 Oct 2010 15:50:31 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Energy in licensing and enforcement proceduresImplementation of an Equivalent Alternative by local authorities]]></title>
			<link>http://www.ce.nl/publicatie/energy_in_licensing_and_enforcement_procedures%3Cbr%3Eimplementation_of_an_equivalent_alternative_by_local_authorities/1099</link>
			<guid>http://www.ce.nl/publicatie/energy_in_licensing_and_enforcement_procedures%3Cbr%3Eimplementation_of_an_equivalent_alternative_by_local_authorities/1099</guid>
			<description><![CDATA[In 2009 CE Delft teamed up with the VROM Inspectorate, part of the Dutch Ministry of Housing, Spatial Planning and the Environment, to examine how local authorities can best address the issue of energy conservation in implementing the Environmental Control Act. The study focuses on industries falling under the terms of a voluntary agreement on energy conservation but not active participants therein, and seeks to answer the question whether the demands made on these industries are at least equivalent to those set for industries that are actively involved.&amp;nbsp;
&amp;nbsp;
To this end the relevant dossiers were examined at 30 local authorities, covering a total of 121 companies. The study shows that most of these authorities devote little attention to the issue. Based on the results a series of recommendations were drawn up, thus to provide both national and local government a handle with which to more effectively implement energy conservation via the Environmental Control Act.
&amp;nbsp;]]></description>
			<pubDate>Thu, 03 Mar 2011 17:24:56 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Premises for assessing the contribution of inland shipping to the GCN data]]></title>
			<link>http://www.ce.nl/publicatie/premises_for_assessing_the_contribution_of_inland_shipping_to_the_gcn_data/1100</link>
			<guid>http://www.ce.nl/publicatie/premises_for_assessing_the_contribution_of_inland_shipping_to_the_gcn_data/1100</guid>
			<description><![CDATA[In decision-making on construction and modification of transport infrastructure, the Directorate-General for Public Works &amp;amp; Water Management (Rijkswaterstaat) and the Ministry of Transport &amp;amp; Water Management use so-called GCN maps depicting the contours of large-scale air pollution in the Netherlands. Based on the given air quality, it is then determined whether or not new infrastructure will lead to European standards being exceeded. In the latest update of the GCN maps the contribution made by inland shipping was far greater than was previously the case. This is due above all to a marked change in the heat emissions of the vessels concerned. This prompted Rijkswaterstaat to take a closer look at the models and data used for determining the share of inland shipping in Dutch air pollution. 
This brief report explains the emissions and fleet data and models used for this purpose, most of them from the national research institutes TNO and PBL. It&amp;nbsp;is concluded that various parameters (including emission factors, emission height, heat emissions and physical parameters of vessels and waterways) have a major influence on the ultimate contribution of inland shipping to ambient air quality. It is recommended to carry out a sensitivity analysis and examine the main parameters in greater detail.]]></description>
			<pubDate>Tue, 19 Oct 2010 15:22:52 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[The environmental impact of the Dutch packaging tax]]></title>
			<link>http://www.ce.nl/publicatie/the_environmental_impact_of_the_dutch_packaging_tax/1102</link>
			<guid>http://www.ce.nl/publicatie/the_environmental_impact_of_the_dutch_packaging_tax/1102</guid>
			<description><![CDATA[At the request of the Dutch Finance ministry, CE Delft has reviewed the environmental impact of the Netherlands&amp;rsquo; packaging tax. This tax is indexed to greenhouse gas emissions and the review was aimed specifically at assessing the climate impact of the tax. Given the brief history of the tax at the time of writing and the fact that the available data on packaging volumes and composition before and after introduction of the tax were not comparable, it emerged that a reliable quantitative analysis was as yet unfeasible. This review is therefore based on a qualitative analysis, using information derived from eighteen in-depth interviews with players in the packaging market, foreign experience in this area, relevant price elasticities and expert estimates.

The picture to emerge from this review is that to data the packaging tax has had only a limited impact on the packaging market. Although the interviewees cited several examples of industries and sectors where the tax has given companies an incentive to modify their packaging strategy, in their view this is not (yet) the case for the majority of companies. In the longer term (ten years or so) more substantial effects are anticipated, but in the view of those interviewed these will remain limited. The following reasons were cited for the limited effects (in both the short and long term): the limited financial incentive provided by the tax, the fact that corporate packaging strategies are determined by other factors besides costs, the highly international nature of the packaging market, and the lack of a stable policy framework. The environmental impact of the packaging tax would be greatly amplified if the rates were substantially increased.]]></description>
			<pubDate>Tue, 19 Oct 2010 15:30:27 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Sustainable urban (re)development ]]></title>
			<link>http://www.ce.nl/publicatie/sustainable_urban_%28re%29development_/1093</link>
			<guid>http://www.ce.nl/publicatie/sustainable_urban_%28re%29development_/1093</guid>
			<description><![CDATA[The urbanization process in large parts of the world requires an adequate urban development response. This might be found in the modern concept of sustainable urban (re)development, which adequately integrates spatial planning, socio-economic stimuli and ecological solutions. The study provides policy makers with insights and powerful examples of sustainable urban (re)development and of the underlying strategies.
Based on numerous earlier exercises, relevant indicators and parameters are listed, clustered and incorporated into a framework that can be used to assess actual situations.

Six cities are selected and analysed: Amsterdam, Copenhagen, Ottawa, Rotterdam, San Francisco and Vancouver. The main consideration to select these cities is that the project is part of a Memorandum of Understanding between Canada and the Netherlands. Another reason is that these cities are considered to be exemplary front runners with respect to sustainable urban development. The analyses of the cities are intended to obtain a better understanding of the effectiveness of sustainable urban development strategies in general and not to judge, rank or benchmark the cities in any way.
The cities show interesting similarities and differences in their approaches as well as unique pilots, which are elaborated upon in the report.
&amp;nbsp;]]></description>
			<pubDate>Thu, 09 Sep 2010 10:05:05 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Environmental assessment of paper and cardboard for lifecycle-based waste policy ]]></title>
			<link>http://www.ce.nl/publicatie/environmental_assessment_of_paper_and_cardboard_for_lifecycle-based_waste_policy_/1087</link>
			<guid>http://www.ce.nl/publicatie/environmental_assessment_of_paper_and_cardboard_for_lifecycle-based_waste_policy_/1087</guid>
			<description><![CDATA[At the request of the Netherlands Environment Ministry, VROM, an analysis has been made of the lifecycle environmental impact of Dutch consumption of paper and cardboard, deriving from both domestic output and imported materials. Because a relatively large fraction of waste paper is collected in the Netherlands, the raw materials impact of the supply chain is relatively low, as a substantial share of the materials are recovered and then recycled. The overall environmental impact of paper and cardboard consumption per capita is equivalent to that of a little over 1,250 car-kilometres a year.

This &amp;ldquo;baseline assessment&amp;rdquo; was carried out to support the Dutch government&amp;rsquo;s new lifecycle-based waste strategy, as set out in the Second National Waste Management Programme (LAP2). A ballpark figure of 20% reduction of lifecycle environmental impact has been set for the year 2015. Three specific policy measures were analysed which together have a savings potential of 8%. The savings relate among other things to efficiency improvements at printing shops, including reduction of waste paper in this link of the chain, and use of alternative fibre feedstocks.]]></description>
			<pubDate>Mon, 23 Aug 2010 10:40:16 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Review of a report on the atmospheric emissions of wood-burning stoves]]></title>
			<link>http://www.ce.nl/publicatie/review_of_a_report_on_the_atmospheric_emissions_of_wood-burning_stoves/1101</link>
			<guid>http://www.ce.nl/publicatie/review_of_a_report_on_the_atmospheric_emissions_of_wood-burning_stoves/1101</guid>
			<description><![CDATA[At the request of Groningen local authority, Buro Blauw carried out a study on the data available on the emissions of wood-burning stoves. As part of this study the impact of these emissions on the area around the harbour location &amp;lsquo;Noorderhaven Groningen&amp;rsquo; was also assessed.

The Groningen chapter of Friends of the Earth (Milieudefensie) had a number of queries regarding the assumptions and results of the Buro Blauw study and asked CE Delft for a second opinion.

Because of the assumptions made by Buro Blauw, the approach adopted in their study leads to a serious underestimate of the contribution of wood-burning stoves to outdoor air pollution levels. Particularly in the vicinity of the harbour-moored houseboats, the standards for PM10 en PAH will be exceeded, as will acceptable levels of &amp;lsquo;stench&amp;rsquo;. Given these conclusions, it is recommended that the calculations be redone under more realistic assumptions. In addition, it is recommended that long-term monitoring of PM10 levels be undertaken at the Noorderhaven location in order to validate the calculations. This can readily be done in combination with monitoring of levoglucosan, cited by ECN in this context as a &amp;lsquo;guide pollutant&amp;rsquo;.]]></description>
			<pubDate>Tue, 19 Oct 2010 15:22:22 +0200</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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		<item>
			<title><![CDATA[Dutch Energy Efficiency Benchmarking Covenant: Results and energy tax exemptions]]></title>
			<link>http://www.ce.nl/publicatie/dutch_energy_efficiency_benchmarking_covenant%3A_results_and_energy_tax_exemptions/1072</link>
			<guid>http://www.ce.nl/publicatie/dutch_energy_efficiency_benchmarking_covenant%3A_results_and_energy_tax_exemptions/1072</guid>
			<description><![CDATA[Energy-intensive companies in the Netherlands have made too little progress in recent years on improving their energy performance, while at same time enjoying a reduced Energy Tax rate. A study by CE Delft on the impact of the Energy Efficiency Benchmarking Covenant shows that between 1999 and 2007 energy-intensive industries improved their efficiency by only half a percent per annum. In certain sectors like refineries, primary metals and chemicals, energy savings were in fact lower than to be expected on the basis of autonomous trends (without the Covenant).

When this negotiated agreement came into force, energy efficiency was on average 3.7% better than &amp;lsquo;World Best&amp;rsquo;, while in 2012 it is anticipated to be 0.7% worse. &amp;lsquo;World Best&amp;rsquo; is defined in the Covenant as the 10% most energy-efficient companies in the world. The study was carried out for the Netherlands Society for Nature and Environment (Stichting Natuur en Milieu).
&amp;nbsp;]]></description>
			<pubDate>Tue, 13 Jul 2010 09:59:21 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<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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		<item>
			<title><![CDATA[Halving CO2 emissions in the built environment]]></title>
			<link>http://www.ce.nl/publicatie/halving_co2_emissions_in_the_built_environment/1079</link>
			<guid>http://www.ce.nl/publicatie/halving_co2_emissions_in_the_built_environment/1079</guid>
			<description><![CDATA[Some time soon major decisions will have to be made about effective environmental policies for the built environment. At the request of the Netherlands Environmental Assessment Agency CE Delft has conducted a study into potential tools for this purpose. The aim of the study was to analyse the possibilities and limitations of nine potential policy instruments designed to achieve a major cut in CO2 emissions in the built environment of at least 50% in 2030 relative to 1990. 

Along with an analysis of the problems hampering improved energy efficiency, the report describes and analyses a series of policies ranging from subsidies to a carbon tax, considering not only their (social as well as direct) costs but also their effectiveness and practicability. These nine policy instruments vary in their robustness and thus in their impact in social terms, administrative terms and effectiveness for the purpose at hand. The assessment methodology employed was based on the one hand on an analysis of previous research: proceeding from empirical studies, what can we conclude with relative certainty? On the other hand, a digital survey was carried out to establish expert opinion regarding the instruments concerned.]]></description>
			<pubDate>Tue, 15 Mar 2011 11:20:59 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Biofuels: indirect land use change and climate impact]]></title>
			<link>http://www.ce.nl/publicatie/biofuels%3A_indirect_land_use_change_and_climate_impact/1068</link>
			<guid>http://www.ce.nl/publicatie/biofuels%3A_indirect_land_use_change_and_climate_impact/1068</guid>
			<description><![CDATA[By promoting biofuels European governments aim to achieve a 70 Mt reduction in annual greenhouse gas emissions by 2020. Production of these fuels requires vast areas of arable land, possibly leading to deforestation, whether directly or indirectly.

CE Delft has evaluated 7 agro-economic models used to estimate the latter, indirect form of land use change, or ILUC. The conclusion is that all the models predict a substantial ILUC effect. ILUC-related GHG emissions are on average of the same magnitude as the direct emission cuts achieved, which means the carbon footprint of today&amp;lsquo;s &amp;lsquo;first generation&amp;rsquo; biofuels is generally no better than that of fossil fuels.

ILUC can be prevented by using waste materials as biofuel feedstocks, by cultivating biofuel crops on degraded land or through additional agricultural intensification. European governments can promote these lower-carbon alternatives by introducing an &amp;lsquo;ILUC factor&amp;rsquo; in the rules used to calculate the net GHG emissions of biofuels. The report presents concrete options for such factors.
&amp;nbsp;
&amp;nbsp;]]></description>
			<pubDate>Tue, 13 Jul 2010 09:33:58 +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[Technological developments in EuropeA long-term view of CO2 efficient manufacturing in the European region]]></title>
			<link>http://www.ce.nl/publicatie/technological_developments_in_europe%3Cbr%3Ea_long-term_view_of_co2_efficient_manufacturing_in_the_european_region/1098</link>
			<guid>http://www.ce.nl/publicatie/technological_developments_in_europe%3Cbr%3Ea_long-term_view_of_co2_efficient_manufacturing_in_the_european_region/1098</guid>
			<description><![CDATA[To achieve significant CO2 reductions, technological innovation is crucial. In this exploratory study, commissioned by CAN Europe, CE Delft identifies whether innovations under development in the European steel, cement and paper sectors can be expected to yield 80-95% CO2 emission reductions in 2050, which is the EU long-term climate goal. Attention is paid to measures relating to energy use, alterations to production processes and use of carbon capture and storage (CCS).

Based on the available information, several promising technologies with respect to CO2 efficiency have been identified in these sectors. They seem to have the potential to produce significantly lower CO2 emissions per unit of product compared to the current average production plant in Europe.

Most of these technologies are currently in pilot stages of technological development and are expected to become commercially available between 2020 and 2030. In the future, there may be other promising technologies that are not currently under serious development, such as electrolysis in the steel sector and innovative drying techniques in the paper industry. For successful implementation of the identified technologies, it is necessary for policy-makers to:

    Stimulate further technical development, for instance by providing additional R&amp;amp;D funds.&amp;nbsp;
    Create market conditions with a preference for low CO2 emission technologies, by appropriate design of the EU ETS, among other ways.

Finally, most technologies rely heavily on CCS, which raises a priority issue. Since there seem to be limited storage locations meeting safety requirements, the question is whether these should be reserved for use by industry rather than the energy sector (coal), where alternative CO2 abatement options appear to be available.]]></description>
			<pubDate>Tue, 21 Dec 2010 15:35:50 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<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[An energy tax benchmark for greenhouse horticulture]]></title>
			<link>http://www.ce.nl/publicatie/an_energy_tax_benchmark_for_greenhouse_horticulture/1053</link>
			<guid>http://www.ce.nl/publicatie/an_energy_tax_benchmark_for_greenhouse_horticulture/1053</guid>
			<description><![CDATA[With its energy-intensive and at the same time small-scale operations, Dutch greenhouse horticulture is held to be subject to disproportionately high Energy Tax rates. As a compensatory measure a so-called agricultural tariff was introduced a number of years ago, i.e. a lower tax rate on gas consumption specifically for horticulture. The question of whether this tariff can and should be extended for a further period is now on the table, because approval for 2011 and 2012 is soon to be sought from the European Commission in Brussels. To this end a better understanding is required of the energy intensity of the greenhouse horticulture sector and the tax burden of the Energy Tax in comparison with other energy-intensive sectors of the Dutch economy.
At the request of the Dutch Horticultural Product Board and the Ministry of Agriculture, Nature and Food Quality,&amp;nbsp; CE Delft and the Agricultural Economics Research Institute (LEI) have compared the energy costs and Energy Tax burden of the greenhouse horticulture sector with those of industrial sectors. The aim of the study was twofold:&amp;nbsp;

    To provide insight into the energy costs and energy tax burden of greenhouse horticulture compared with industrial sectors.
    To identify promising feedback mechanisms that would permit abolition of the lower tariff for greenhouse horticulture.

Conclusions
A comparison with industry shows that greenhouse horticulture is one of the most energy-intensive sectors of the Dutch economy, paying markedly more Energy Tax per unit turnover than industry. This holds whether the agricultural tariff or the general tariff is paid. Because of the small-scale nature of greenhouse horticulture, the Energy Tax paid on natural gas (with limited consumption in the cheaper tax bands) makes up a relatively high proportion of operating costs. As a result, a higher Energy Tax rate may have a greater impact on the competitiveness of greenhouse horticulture compared with industry. This confirms that the rationale behind initial introduction of the agricultural tariff is still valid.
Although various feedback mechanisms are theoretically conceivable to compensate for the increased outlay if the agricultural tariff is abolished, implementation will not be straightforward. With some of the options (feedback via income tax and corporation tax) the potential for adequate compensation of the increased tax burden for greenhouse horticulture is problematical. Serious consideration should be given to feedback options based on energy efficiency subsidies and a CO2 benchmark. Further study on these issues is required.&amp;nbsp;]]></description>
			<pubDate>Mon, 14 Jun 2010 12:48:37 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Renewable electricity: subsidised or compulsory?]]></title>
			<link>http://www.ce.nl/publicatie/renewable_electricity%3A_subsidised_or_compulsory/1085</link>
			<guid>http://www.ce.nl/publicatie/renewable_electricity%3A_subsidised_or_compulsory/1085</guid>
			<description><![CDATA[European nations employ a range of instruments to encourage investments in renewable energy. In broad terms, two main types of policy can be distinguished: subsidy schemes and arrangements obliging power suppliers to generate a specified fraction of their output from renewable sources (&amp;ldquo;mandatory renewable energy targets&amp;rdquo;). In the Netherlands the SDE renewable energy incentive scheme is employed to this end. This study examines whether mandatory renewable energy target are:

    A&amp;nbsp;more cost-effective and efficient way of securing the government&amp;rsquo;s near-term renewable electricity target (up to 2020).
    A&amp;nbsp;better means of creating a stable investment climate and thus a structural market for renewable electricity with an eye to the long-term energy transition, i.e. beyond 2020.

To answer these questions, renewable energy incentive schemes were assessed in the Netherlands, Denmark, Germany and Spain (all with subsidies) and Belgium, Poland, the United Kingdom and Sweden (all with mandatory targets).

The report concludes that there are at present no clear indications that mandatory targets are more cost-effective than subsidisation as long as the share of renewable electricity is still limited (up to 2020). To support the longer-term energy transition, however, from 2015 onwards mandatory targets will need to be gradually introduced as a means of achieving a timely shift in investments from conventional to renewable sources, essential for the envisaged transition. How mandatory targets can best be introduced in the Netherlands is an issue requiring further study.

The present study was commissioned by the Dutch Association for Energy Markets (VME).]]></description>
			<pubDate>Mon, 23 Aug 2010 10:07:51 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<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[En route to sustainable ports in the North Sea Canal area]]></title>
			<link>http://www.ce.nl/publicatie/en_route_to_sustainable_ports_in_the_north_sea_canal_area/1054</link>
			<guid>http://www.ce.nl/publicatie/en_route_to_sustainable_ports_in_the_north_sea_canal_area/1054</guid>
			<description><![CDATA[Increasingly, local and provincial authorities are seeking to promote sustainability in their region, although the precise definitions of the concept differ. This is also the case for development of the harbour facilities along the North Sea Canal, where various parties are currently working on a vision of the future setting out the desired long-term development path for this area. In this context the Green-Left fraction of the Noord-Holland provincial executive is keen to make activities in the area more sustainable so that these still provide sufficient employment and opportunities for economic growth without this going at the expense of environment, biodiversity and landscape. 

Against this background the fraction asked CE Delft to review the strategies available to government authorities to pursue sustainable development in the ports of the North Sea Canal area. In this report three basic policy tracks are elaborated:

    Policies on future industrial activities
    A proactive and coherent location policy can be elaborated that is geared to selective admission of activities having a positive environmental footprint. Relevant in this context is proactive soliciting of companies that dovetail with clusters of industrial sectors using each other&amp;rsquo;s residual raw feedstocks and waste heat.
    Policies on transport operations
    Ships entering ports can be categorised as to their environmental performance (NOx and SO2 emissions). This can be done by introducing differentiated harbour dues based on the Environmental Ship Index, ideally along with other ports.
    Policies on infrastructure modification
    This relates to investments in sustainable zoning of the area, with due focus on efficient use of the available land, provision of green spaces and renewable energy generation and use. Efficient on-site energy use by (new) industries can also be encouraged. The report discusses various instruments that can be employed for this purpose, including &amp;lsquo;deposit&amp;rsquo; schemes, &amp;lsquo;red for green&amp;rsquo;, cost balancing, tradable user allowances and sustainable development funds.
]]></description>
			<pubDate>Mon, 14 Jun 2010 13:10:57 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Working together towards green urban distribution ]]></title>
			<link>http://www.ce.nl/publicatie/working_together_towards_green_urban_distribution_/1055</link>
			<guid>http://www.ce.nl/publicatie/working_together_towards_green_urban_distribution_/1055</guid>
			<description><![CDATA[Green urban distribution systems are seen by many entrepreneurs and government agencies as a promising solution for a range of problems. This is the abstract picture that emerges from this new exploration of the opportunities and obstacles in the field of urban distribution.

Green urban distribution holds promise if it can be embedded in existing or relatively logical distribution lines. In market terms the creation of entirely new lines, possibly combined with roll-out of new infrastructure or entirely novel distribution concepts, is less promising. The reasons for this are varied in nature, but can be summed up in three terms: policy issues, communication and infrastructure.

The obstacles identified immediately beg the question: What can be done? The first thing that needs to be done is to elaborate dedicated policies addressing a number of key issues, which means combining the know-how and resources available in various tiers and agencies of government, at the same time forging alliances with the key partners in the field, i.e. producers, retailers, distributors and so on.
The conclusions in brief:&amp;nbsp;&amp;nbsp;

    Although harder to implement, novel concepts are more promising.
    Entrepreneurs and government differ in their expectations.
    In many municipalities no policy framework exists.
    Where there is a policy framework (in Utrecht and, recently, Amsterdam) the initiatives dovetail better with policy and vice versa.
    Transparency and clarity on subsidies is desirable.
    Enforcement of environmental zones and so on is essential.
    Cooperation among all parties is also essential.

The recommendations for entrepreneurs in brief:

    Start by doing what you&amp;rsquo;re good at.
    Examine whether your concept really offers &amp;lsquo;added value&amp;rsquo; for society as a whole.
    Select the municipality where your concept can be dovetailed in and will be supported.
    Seek collaboration with other entrepreneurs, and involve retailers and street managers.
    Communicate your plans transparently, certainly in terms of planning.

The recommendations for (local) government in brief:

    Listen hard and learn from the initiatives.
    Create frameworks within which initiatives can develop.
    Examine whether the initiatives contribute to achieving the policy targets.
    Show what is going on in your municipality and what the benefits are.
    Waste no time in deciding whether you wish to and are able to support particular initiatives and communicate your choice clearly.
]]></description>
			<pubDate>Tue, 15 Jun 2010 09:22:51 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Does the energy intensive industry obtain windfall profits through the EU ETS?]]></title>
			<link>http://www.ce.nl/publicatie/does_the_energy_intensive_industry_obtain_windfall_profits_through_the_eu_ets/1038</link>
			<guid>http://www.ce.nl/publicatie/does_the_energy_intensive_industry_obtain_windfall_profits_through_the_eu_ets/1038</guid>
			<description><![CDATA[Emission trading schemes belong to the most efficient and effective policy options to achieve a given emission reduction target. In an emission trading system, each source of pollution gets a certain amount allowances that give the &amp;lsquo;right&amp;rsquo; to emit one unit of pollution. By reducing the amount of allowances issued, the system can achieve emission reductions among its participants. By allowing the allowances to be traded on an organized exchange, the market assures that these reductions are achieved at the least possible cost for participants.

In theory, the efficiency of the system is achieved regardless of the initial allocation method. Allocation methods most often considered are auctioning and free allocation. Because free allocation impacts less on the costs for companies, it is believed to be a better system in the context of unilateral climate policies. Through free allocation, companies face less cost disadvantages compared to producers that do not fall under a climate policy regime. Free allocation would therefore have less distortive impacts on trade and economic growth - allowing EU producers to compete at lower price levels than would be possible under an auctioning regime.

However, this belief in the benefits of free allocation crucially hinges on the assumption that companies do not pass through the opportunity costs of their freely obtained allowances in the product prices. If they would pass through the market value of the freely obtained allowances, product prices would rise and the impacts on trade and competitiveness of a system of free allocation would be similar to that of auctioning. The only effect of free allocation would then be that companies gain windfall profits through the emission trading system and income from citizens will be transferred to business. This would be a particularly unfavourable outcome in the European context, where free allocation is presented as a solution towards carbon leakage. 

Economic theory tells us that companies will pass through the costs of the freely obtained allowances in most circumstances &amp;ndash; even if this will bring them a competitive disadvantage to producers not due to climate policies. According to economic theory, companies are profit-maximizing institutions that prefer profitability on invested capital over maintaining market shares. If passing through the opportunity costs in product prices can enhance their profitability, they will do so even if this would bring them some harm in terms of loss of market shares, as long as the additional profits do outweigh the additional costs. How much the firms will be able to pass the costs on depends on market structure and on elasticity of demand and supply. Theoretical analysis shows that typically, assuming linear demand and supply curves, the firms will be able to pass from 50% of increase in marginal costs due to the EU ETS (under the monopoly) to a 100% (under perfect competition). How much the increase in marginal costs reflects the carbon price depends on elasticity of supply and demand. Assuming non-linear demand and supply curves implies different rules and a possibility to pass on more than a 100% of additional costs due to the EU ETS. 

We have tested the hypothesis that energy intensive companies did not pass through the costs of their freely obtained allowances during Phase 1 and Phase 2 of the European emission trading system the EU ETS. The EU emissions trading scheme (EU ETS) was launched in 2005 to cap CO2 emissions from large industrial facilities and electricity producers. Covering over 10,000 installations, it is the largest international emission trading system in the world. During Phase 1 (from 2005-2007) and Phase 2 (from 2008 till 2012), allowances were issued for free to the energy intensive industries in all member countries. The question is whether the value of these free allowances have been forwarded in the price of EU products, signalling windfall profits, or that EU producers did not do that. 

This is investigated using econometric methods stemming from the concept of co-integration and market integration. The idea is that several dependencies exist between EU and non-EU markets through the prices of inputs in production processes and the prices of outputs on the various markets. If, for instance, prices of iron ores increase in Asia, they are likely to start to increase in Europe as well. This will put an upward pressure on the price of steel in both Europe and Asia. If Asian steel prices increase due to local shortages, this will also put an upward pressure on European steel prices as a larger portion of European steel will be shipped to Asia. In this system of market dependencies, it can then be investigated if the price of an emission allowance at the European ETS market is a significant variable for the variation in prices between EU and non-EU products over time. 

A standardized estimation procedure was developed (co-developed and reviewed by three independent econometricians) in order to come up with robust outcomes (and preventing data mining and spurious outcomes). This estimation procedure was subsequently applied to a few selected products from the iron and steel, refineries and (petro)-chemical industries. For these products, prices were compared between the EU and the US and it was investigated to what extent European prices were influenced by price developments on the EU ETS markets. 

The outcomes of the econometric analyses show that for most products a significant influence of the EUA prices on the European product prices can be found. For products from the refineries sectors (gasoil, diesel and gasoline) a quite direct influence can be found. Within two weeks are higher prices on the EU ETS markets translated into higher prices on the German markets for diesel and gasoline. For gasoil traded in Rotterdam an immediate price increasing effect from CO2 prices can be found. For the products of the iron and steel sectors (hot and cold rolled coil), a significant influence of CO2 prices can be found after one month, while for polyethylene, polystyrene and polyvinylchloride a delayed influence from 3-8 weeks can be found. 

The cost-pass-through rates from the econometric estimations show that for products of the refineries sector full cost-pass-through rates are likely. The econometric results even suggest that more than 100% of the costs were passed through, but this cannot be stated with certainty. For both steel varieties, the cost-pass-through was close to 100%. The same value was found for polyvinylchloride and polyethylene. For polystyrene the cost-pass-through rate was significant but much lower at 33%. 

These results cannot be directly interpreted in amount of windfall profits, as we have no information on the individual emissions stemming from producing these products. However, if the full cost-pass-through rates would prevail for all products in the refineries and iron and steel sectors, it can be calculated that the total amount of windfall profits would equal &amp;euro; 14 billion between 2005 and 2008. This implies a substantial transfer of money from consumers to the energy intensive industry. 

This research hence results in the conclusion that there is ample evidence that the energy intensive industry has passed through the prices of their freely obtained allowances during Phase 1 and Phase 2 of the EU ETS. This has generated windfall profits in these sectors. The cost price increase is identical as it would have been under an auctioning regime but without the possibility that governments would have to compensate consumers by recycling auction revenues. Politicians seem to have underestimated the potential of windfall profits in exposed sectors and have believed overall the claims of industry that additional costs cannot be passed through. The higher prices on the EU markets may have stimulated imports from non-EU producers but this was not quantitatively assessed in this study. The results, however, do point at the suggestion that free allocation falls short of its intentional goals: to prevent carbon leakage. Under free allocation both windfall profits and carbon leakage may be stimulated.]]></description>
			<pubDate>Mon, 17 May 2010 11:47:02 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Lifecycle emissions of renewable electricity ]]></title>
			<link>http://www.ce.nl/publicatie/lifecycle_emissions_of_renewable_electricity_/1047</link>
			<guid>http://www.ce.nl/publicatie/lifecycle_emissions_of_renewable_electricity_/1047</guid>
			<description><![CDATA[As part of its CO2 reduction programme, Dutch rail-grid operators ProRail have developed the &amp;lsquo;CO2 performance ladder&amp;rsquo;. To gain more insight into the lifecycle CO2 emissions of renewable energy production and in the current debate on &amp;lsquo;green electricity&amp;rsquo;, ProRail asked CE Delft to examine several issues.

This short report considers three issues:

    What are the lifecycle emissions per kWh of solar PV, wind, hydroelectric and biomass-based power generation, and where do these arise?
    How does the Guarantee of Origin market work? Why are GoO certificates often acquired from a different producer than the power supplier?
    Should ProRail include all forms of green electricity in its CO2 performance ladder? What conditions should be stipulated, and why?
]]></description>
			<pubDate>Fri, 28 May 2010 10:46:26 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[On weighting - A review of LCA weighting methods ]]></title>
			<link>http://www.ce.nl/publicatie/on_weighting_-_a_review_of_lca_weighting_methods_/1056</link>
			<guid>http://www.ce.nl/publicatie/on_weighting_-_a_review_of_lca_weighting_methods_/1056</guid>
			<description><![CDATA[Product life cycle assessment (LCA) is an attractive tool for making environmentally-informed choices from among product alternatives. The results of an LCA &amp;ndash; the product&amp;rsquo;s &amp;lsquo;environmental profile&amp;rsquo; - is essentially a list of the product&amp;rsquo;s direct or indirect contributions to various kinds of environmental impact, such as climate change, acidification, eutrophication, toxicity, land use and resource depletion. Before a choice can ultimately be made, it is important that the various environmental impacts are made mutually comparable, enabling the impact scores for each product alternative to be translated into a one-figure final score. For this &amp;lsquo;weighting&amp;rsquo; step in LCA a variety of methods have been developed. It is a controversial issue, though, because in this kind of procedure value judgments are by definition inescapable. This report discusses the main LCA weighting methods available and the pros and cons of weighting in the LCA context.]]></description>
			<pubDate>Tue, 15 Jun 2010 09:48:37 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Trade Exposure of Energy Intensive Sectors]]></title>
			<link>http://www.ce.nl/publicatie/trade_exposure_of_energy_intensive_sectors/1028</link>
			<guid>http://www.ce.nl/publicatie/trade_exposure_of_energy_intensive_sectors/1028</guid>
			<description><![CDATA[This report analyses the source and destination of trade flows between EU and non-EU countries with respect to eight industrial sectors, combining these insights with an analysis of the political pledges made during the Copenhagen negotiations last December to assess the risk of carbon leakage due to EU climate policies. Our analysis shows that much of EU trade is with countries that already have climate policies in place. As these major trading partners can be expected to adopt similarly stringent climate policies to the EU, carbon emissions may be assigned a price in these markets, too, thus reducing or eliminating the risk of carbon leakage. This should be duly corrected for in trade intensities.

If the EU adopts a 30% emission reduction target, trade with Australia, New Zealand, Japan, Switzerland, Brazil and Mexico will need to be excluded from the calculation of trade intensities, as these countries will adopt comparable climate policies. The average downward correction of trade intensities is then 3%. If the EU eventually decides to adopt a 20% reduction scenario, trade flows with Russia, Canada and the USA should also be excluded, as these countries will then have policies of similar stringency. In that case the average downward correction of trade intensities is 8.5%. &amp;nbsp;

These findings have direct consequences for the allocation mechanism for certain sectors which will then no longer receive free emission allowances as they no longer qualify for being &amp;lsquo;exposed&amp;rsquo; to international competition. A list of sectors is provided in the report. At the same time, though, those sectors that are expected to face large cost increases (&amp;gt;5%) as a result of the EU ETS will still be eligible for free allocation.]]></description>
			<pubDate>Thu, 15 Apr 2010 16:36:48 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Good use of biomass - summary]]></title>
			<link>http://www.ce.nl/publicatie/good_use_of_biomass_-_summary/1039</link>
			<guid>http://www.ce.nl/publicatie/good_use_of_biomass_-_summary/1039</guid>
			<description><![CDATA[Biomass can be used for various applications in many sectors. It is now becoming clearer that the supply of produced biomass is constrained by sustainability criteria. So the question is: 'what are the best places in the economy where biomass should be used?' In short: what is good use of biomass?

You can download the English summary of this study. The full report is in Dutch.]]></description>
			<pubDate>Wed, 12 May 2010 21:36:48 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Shadow Prices Handbook : Valuation and weighting of emissions and environmental impacts]]></title>
			<link>http://www.ce.nl/publicatie/shadow_prices_handbook_%3A_valuation_and_weighting_of_emissions_and_environmental_impacts/1032</link>
			<guid>http://www.ce.nl/publicatie/shadow_prices_handbook_%3A_valuation_and_weighting_of_emissions_and_environmental_impacts/1032</guid>
			<description><![CDATA[The Shadow Prices Handbook provides an extensive description of the methodology employed for determining and using shadow prices and derived weighting factors for individual types of environmental impact. The Handbook provides a useful scientific background document in which relevant factors, methodological choices and the assumptions to be made in calculating shadow prices and weighting factors are explicitly detailed. 

Two datasets are also presented: one based on avoidance costs, the other on damage costs. These data can be used in economic and environmental analyses, under the provision that due allowance is made for the fact that they are Dutch averages. 

What makes this study unique is that the latest developments relating to environmental characterisation factors and approaches to economic valuation have been combined into a single methodologically consistent framework. The publication thus contributes not only to the existing economic literature on the valuation of externalities, but also to the environmental literature on the elaboration of weighting factors.]]></description>
			<pubDate>Tue, 20 Apr 2010 14:13:47 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[The environmental impact of the Belgian carpet supply chain ]]></title>
			<link>http://www.ce.nl/publicatie/the_environmental_impact_of_the_belgian_carpet_supply_chain_/1045</link>
			<guid>http://www.ce.nl/publicatie/the_environmental_impact_of_the_belgian_carpet_supply_chain_/1045</guid>
			<description><![CDATA[At the request of the Public Waste Agency of Flanders (OVAM) a brief study was conducted on the environmental impact of the Belgian carpet supply chain, as part of the project &amp;ldquo;Partnership in the carpet chain to address sustainable resource use&amp;rdquo;. To this end a &amp;lsquo;rough and ready&amp;rsquo; LCA study was carried out to gain insight into three issues:&amp;nbsp;&amp;nbsp;

    The respective impact of various pile materials.
    The impact of various scenarios for waste disposal of the entire carpet, diversified for two frequently used pile materials.
    The relative impact of the various links in the carpet product chain.

The supply chain was modelled with the LCA software package Simapro, using the EcoInvent database and existing LCA studies, supplemented with data from the literature. For the extraction/production of pile materials a range of environmental impacts were assessed, while for the other links the climate impact expressed as cumulative energy demand (CED) was taken as a measure of overall environmental impact.

Some of the main conclusions:

    Raw materials production contributes most to environmental impact. Product maintenance also accounts for a substantial share, but is preferable to no maintenance and premature disposal. Production processes come in the third place.
    High-quality recycling does not always bring climate benefits. This is due to the complexity of the polymer being recycled as well as the complexity of the processing method. Future developments, such as improved recycling techniques and a shift in the overall energy supply to renewable sources may change this picture, however.
]]></description>
			<pubDate>Thu, 27 May 2010 14:51:21 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Cost allocation under the EU ETS]]></title>
			<link>http://www.ce.nl/publicatie/cost_allocation_under_the_eu_ets/1064</link>
			<guid>http://www.ce.nl/publicatie/cost_allocation_under_the_eu_ets/1064</guid>
			<description><![CDATA[After 2012, the third Phase of the EU Emissions Trading Scheme (EU ETS) comes into place that lasts until 2020. New to this system is the European harmonized allocation of rights. In addition, a larger part of the rights will be auctioned. For the Netherlands the third Phase of EU ETS implies that emissions of companies under the EU ETS have to be reduced by 21% compared to 2005. This results in cost increases. Companies have to reduce their emissions by means of investing in technical measures or buy allowances on the market. Also the cost of inputs may rise, such as electricity used in production processes.

This study, commissioned by the Ministry of Finance, addresses the question who in the end will pay for these higher costs: is that consumers, governments or businesses? This study focuses primarily on direct costs. Indirect effects and costs (such as changes in sales, employment or income from the corporation for the government) are not included in this study. The study takes a quantitative stand in assessing these costs using econometric and statistical techniques.
The analyses in this study show that CO2 emissions of Dutch plants under the EU ETS are expected to decrease to 68 Mton in 2020. About half of the 68 Mton rights that will be allocated in 2020 will be auctioned&amp;nbsp;- the other half will be distributed for free. Auctioning takes place almost exclusively for electricity generation. Only 2% of industrial emissions are expected to fall under an auction regime, especially in some subsectors of the food industry and the paper industry.]]></description>
			<pubDate>Thu, 04 Nov 2010 12:58:43 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Going Slow to Reduce Emissions]]></title>
			<link>http://www.ce.nl/publicatie/going_slow_to_reduce_emissions/1029</link>
			<guid>http://www.ce.nl/publicatie/going_slow_to_reduce_emissions/1029</guid>
			<description><![CDATA[A new Seas At Risk report assessing the potential of the shipping industry to cut its GHG emissions has concluded that if the main fleet sectors make full use of existing fleet overcapacity they could reduce emissions by as much as a third.

The study, entitled &amp;ldquo;Going Slow to Reduce Emissions&amp;rdquo; was undertaken by CE Delft and will be presented today (24th March) at a side event at the 60th session of the International Maritime Organisation&amp;rsquo;s (IMO) Marine Environment Protection Committee.

If you slow ships down you need more ships to move the same amount of cargo in a given time and this has been one of the arguments used against reducing the speed of ships.

However, this study shows that for the most important fleet segments &amp;ndash; tankers, bulk carriers and container ships &amp;ndash; the recent economic downturn has resulted in sufficient overcapacity in the fleet to cut emissions by around 30% by slow steaming.

Moreover, the study assumes levels of speed reduction that are consistent with the safe and reliable operation of ship engines and that do not require the retrofitting of new equipment.

In short, this study shows that the current overcapacity in the fleet presents the global shipping industry with a golden opportunity to make substantial reductions in GHG emissions in the short term.

This is particularly important given the urgent need to peak emissions in the next few years if global warming is to be kept well below 2 degrees and catastrophic consequences avoided.

Speed reduction is an important part of the package of measures that will be necessary if the shipping industry is to make a proper contribution to the very large cuts in emissions that are necessary to avoid runaway climate change.

The report&amp;rsquo;s presentation coincides with an important stage in IMO deliberations concerning the technical, operational and market-based approaches to tackle GHG emissions from shipping.

Importantly, speed reductions of the kind identified in this report are consistent with the IMO Secretary General&amp;rsquo;s statement that the means chosen to reduce emissions must be realistic, pragmatic, workable, cost-effective and, above all, well-balanced.

The industry has to some extent already started slow steaming, but the potential for GHG emission reductions is huge and the development of measures to encourage and facilitate the shift should be a priority for the IMO.]]></description>
			<pubDate>Fri, 28 May 2010 11:03:48 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Why the EU could and should adopt higher greenhouse gas reduction targets]]></title>
			<link>http://www.ce.nl/publicatie/why_the_eu_could_and_should_adopt_higher_greenhouse_gas_reduction_targets/1021</link>
			<guid>http://www.ce.nl/publicatie/why_the_eu_could_and_should_adopt_higher_greenhouse_gas_reduction_targets/1021</guid>
			<description><![CDATA[Should the EU adopt more ambitious greenhouse gas reduction targets? Recently, from different perspectives, a large number of studies concluded that such higher emission reduction targets are desirable, feasible or necessary. This study reviews recent research and tries to answer the question how to make the EU's GHG reduction target consistent with its goal of limiting the increase in global temperature to below 2&amp;ordm; C above pre-industrial levels. The study concludes that the present target of -20% is insufficient to limit the increase in global temperatures to below 2&amp;ordm; C and falls behind the emissions pledges of other countries. The study estimates that the costs of a higher reduction target have fallen considerably due to the economic crisis. Moreover, if the current policy target of -20% is to be maintained, EU climate policies will be undermined and become inconsistent.]]></description>
			<pubDate>Thu, 08 Apr 2010 13:01:17 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Background data on electricity labelling 2009 ]]></title>
			<link>http://www.ce.nl/publicatie/background_data_on_electricity_labelling_2009_/1081</link>
			<guid>http://www.ce.nl/publicatie/background_data_on_electricity_labelling_2009_/1081</guid>
			<description><![CDATA[Since 1 January 2005 Dutch power suppliers must label their electricity according to its origin. In this context CE Delft has established the Netherlands&amp;rsquo; 2009 electricity supply mix. This consists of electricity from natural gas (over 50%), coal (18%), nuclear (5%) and renewables (21%). The environmental footprint expressed in terms of CO2 emissions and radioactive waste was 364 g CO2/KWh and 0.00014 g nuclear waste/KWh.]]></description>
			<pubDate>Wed, 04 Aug 2010 12:26:52 +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>
		</item>
		
		        
		<item>
			<title><![CDATA[Limits to green? Greening tax system in the Netherlands]]></title>
			<link>http://www.ce.nl/publicatie/limits_to_green_greening_tax_system_in_the_netherlands/1026</link>
			<guid>http://www.ce.nl/publicatie/limits_to_green_greening_tax_system_in_the_netherlands/1026</guid>
			<description><![CDATA[The central issue considered in this report is the extent to which a further extension of environmental taxation can contribute to building a sustainable economy. In the context of the present study, a sustainable economy is taken to mean that the risks associated with climate change and resource depletion are reduced to an acceptable level by 2050.

One strategy towards achieving this aim could comprise the following key elements:&amp;nbsp;&amp;nbsp;

    Introduction of a new carbon tax as part of the Energy Tax.
    A broadening of the scope of the Energy Tax to include sectors like agriculture and industry and removal of other fiscal subsidies and reduced rates.
    Extension of the tax system to include new taxes on the import/production of natural resources (timber, fish, meat) and land use.
    A European agenda on green tax reform.

The proposed &amp;lsquo;additional greening&amp;rsquo; package comprises:

    An increase in the duty on motor fuels combined with the proposed carbon tax (average overall increase in tax on motor fuels: 20%).
    Abolition of Energy Tax reductions for business and industry by setting the second and third tier rates equal to the first, combined with subsidies for energy conservation.
    On top of the existing Energy Tax, introduction of a CO2 indexed component of 50%, to induce further energy-saving and introduce differentiation with respect to the carbon content of the various energy sources.
    Introduction of a tax on meat or animal feed that ensures that the harmful impacts of meat consumption, many of them outside the Netherlands, are passed on to Dutch consumers.
    Abolition of tax breaks such as that in force for &amp;lsquo;red diesel&amp;rsquo; and reduced Energy Tax rates for greenhouse horticulture and industry.
    Introduction of a tax on &amp;lsquo;green-field&amp;rsquo; land development.

Tax revenues
With the ambitious package of environmental taxes outlined, a 20% share of green tax revenue is feasible in the Netherlands, equivalent to 5% of the country&amp;rsquo;s Gross Domestic Product. This figure of 5% is in line with what international studies anticipate as being the fiscal limits of a green tax system. For this level of greening, Euro-pean coordination is not essential. In calculating the figure of 20% green tax revenue, due allowance has been made for the fact that reduced pollution will lead to declining tax revenues. Expectations are that this package will make a major contribution to achieving the government&amp;rsquo;s environmental and climate targets, particularly the latter. With this package, an additional greening of around &amp;euro; 8 billion can be achieved over and above existing green revenues of some &amp;euro; 19 billion. The share of green taxes would then rise from 14% today to around 20%. These revenues can be recycled in the form of lower taxes on corporate profits or labour, with the additional option of using some fraction to incentivise further energy-saving by selected target groups.]]></description>
			<pubDate>Tue, 22 Feb 2011 09:33:14 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<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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		<item>
			<title><![CDATA[Amsterdam Energy Transition 2040 ]]></title>
			<link>http://www.ce.nl/publicatie/amsterdam_energy_transition_2040_/1080</link>
			<guid>http://www.ce.nl/publicatie/amsterdam_energy_transition_2040_/1080</guid>
			<description><![CDATA[To engender a transition to sustainable energy systems the municipality of Amsterdam has elaborated an 'Energy Strategy 2040' describing the main routes by which this can be achieved in each of the sectors concerned. The document thus provides input for the city&amp;rsquo;s 'structural vision' document for 2040.

The Energy Strategy is set out in terms of CO2 emission cuts, in part because climate policy is one of the strategy&amp;rsquo;s cornerstones, though certainly not the only one. Among other key elements are social and economic policies. This is because policies to boost energy efficiency and encourage sustainable forms of power generation also require attention to acceptable variable housing costs and security of supply. In addition, policies on building insulation, efficient in-house installations and renewable energy sources like solar cells and wind turbines will have a major impact on regional employment as well as stimulating industrial innovation.

This means the Energy Strategy for 2040 is also an example of forward-looking social and economic policy. In adopting this strategy Amsterdam has chosen to be a front-runner, showing what is feasible and that it is feasible, with an appeal to citizens, industry and other government agencies to follow its lead. The local authority itself is setting a good example by striving for 100% climate-neutrality in 2015.&amp;nbsp;]]></description>
			<pubDate>Wed, 04 Aug 2010 12:11:44 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Environmental impacts of international shipping: a case study of the Port of Rotterdam]]></title>
			<link>http://www.ce.nl/publicatie/environmental_impacts_of_international_shipping%3A_a_case_study_of_the_port_of_rotterdam/1036</link>
			<guid>http://www.ce.nl/publicatie/environmental_impacts_of_international_shipping%3A_a_case_study_of_the_port_of_rotterdam/1036</guid>
			<description><![CDATA[As part of the project Environmental Impacts of International Shipping: the role of ports, CE Delft made this case study that focuses on the way the port of Rotterdam and the Dutch authorities address the environmental impacts of the port and its interactions with the hinterlands.]]></description>
			<pubDate>Fri, 23 Apr 2010 10:35:22 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[A Global Maritime Emissions Trading System]]></title>
			<link>http://www.ce.nl/publicatie/a_global_maritime_emissions_trading_system/1024</link>
			<guid>http://www.ce.nl/publicatie/a_global_maritime_emissions_trading_system/1024</guid>
			<description><![CDATA[This report designs a global cap-and-trade scheme for maritime transport and assesses its impacts on the shipping sector, regions and groups of countries.
&amp;nbsp;
It shows that it is feasible to implement a cap-and-trade scheme for greenhouse gas emissions in the maritime transport sector. Such a scheme ensures that the environmental target is met, while allowing the sector to grow and ensuring that the target is met in the most cost-effective way. An emissions trading scheme would result in an increase in the costs of shipping of less than 10%, depending on the price of allowances. The increase in import values is likely to be less than 1% for most commodity groups, and the impact on consumer prices even lower. 

Using new data on emissions of ships sailing to regions and country groups, this report demonstrates that the additional costs of imports for most regions and country groups are estimated to be less than 0.2% of GDP, with a few exceptions. 

This report demonstrates that it is possible to compensate developing countries for the increased costs of imports by using approximately two thirds of the revenues of the auction. The remainder of the revenues can be used for other aims, such as R&amp;amp;D into fuel-efficiency of ships. 

The study has been written by a consortium comprising CE Delft, DLR and Fearnley Consultants.]]></description>
			<pubDate>Thu, 18 Mar 2010 16:16:01 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[VME Energy Transition Strategy. External costs and benefits of electricity generation]]></title>
			<link>http://www.ce.nl/publicatie/vme_energy_transition_strategy._external_costs_and_benefits_of_electricity_generation/1086</link>
			<guid>http://www.ce.nl/publicatie/vme_energy_transition_strategy._external_costs_and_benefits_of_electricity_generation/1086</guid>
			<description><![CDATA[Decisions on investments in new generating capacity are still based on the direct production costs of the respective generating technologies, with coal consequently often emerging as the cheapest option. If the so-called external costs of power generation are also factored into the investment decision the picture changes, though. Examples of external costs include the indirect costs embodied in greenhouse gas emissions, air pollution and accidents during recovery and transport of raw materials as well as during power station operation. The costs of incorporating an intermittent power source like wind into the grid are also important. 
This report evaluates whether the cost rankings of the various generating technologies change when indirect costs are included along with direct costs. Once generators are confronted with these aggregate costs, investment decisions will take a different turn.

The report concludes that the costs associated with CO2 emissions are substantial, constituting&amp;nbsp; some 70-85% of the overall environmental costs of coal-fired power stations. For biomass- (co-)fired plant the external costs associated with land use are likewise substantial. The estimated external costs that can be ascribed to feeding wind energy into the power grid may be as much as &amp;euro; 120 per MWh.

The study was commissioned by the Dutch Association for Energy Markets (VME).]]></description>
			<pubDate>Mon, 13 Sep 2010 18:48:26 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Environmental impact analysis of food and food losses]]></title>
			<link>http://www.ce.nl/publicatie/environmental_impact_analysis_of_food_and_food_losses/1031</link>
			<guid>http://www.ce.nl/publicatie/environmental_impact_analysis_of_food_and_food_losses/1031</guid>
			<description><![CDATA[In the Netherlands&amp;rsquo; Second National Waste Management Programme lifecycle-based management had been adopted as a new strategy. During this second planning period (2009-2015) the strategy is to be elaborated for seven high-priority material flows, with a ballpark figure of 20% being adopted for the reduction in life cycle environmental impact to be achieved by the year 2015. 

One of these material flows is &amp;lsquo;food and food losses&amp;rsquo;. The overall environmental burden associated with food produced for Dutch consumption could be reduced by 15% if there were zero losses at the consumer end of the cycle. This would also mean additional gains of around 1% owing to savings on the associated packaging. For food and food residues the environmental impact of waste processing is negligible (under 1%). All in all, packaging contributes around 12% to environmental burdens. Consumption of animal protein, including losses, is responsible for over 50% of the total impact. 

A reduction of around 10% in aggregate environmental burden between now and 2015 is feasible, about half of this through efficiency improvements in the production phase. The rest of the envisaged reduction will require efforts to encourage behavioural change, to achieve a limited change in protein consumption patterns. This kind of reduction is equivalent to an individual reduction of around 900 car-kilometres per year (a 5% reduction).]]></description>
			<pubDate>Thu, 15 Apr 2010 16:40:12 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Resource productivity,  competitiveness and  environmental policies ]]></title>
			<link>http://www.ce.nl/publicatie/resource_productivity%2C__competitiveness_and__environmental_policies_/1007</link>
			<guid>http://www.ce.nl/publicatie/resource_productivity%2C__competitiveness_and__environmental_policies_/1007</guid>
			<description><![CDATA[The use and consumption of natural resources (like materials, energy and land) put an increasing burden on the environment. This recently has gained significant interest in scientific and political discussions. Resource productivity is often presented as a strategy to lower resource consumption and the environmental impacts while maintaining our wealth. 

It is often said that policies aimed at improvements of resource productivity are a win-win situation: they could both enhance the environment and the economy. The environmental improvements occur because saving on resources in the end implies less emissions and waste. The economic improvements occur because saving on resources simply would save money. Business normally tends to overlook profitable saving options, in this view, and resource productivity policies could help business in internalizing them. 

In this research we investigate the potential use of resource productivity as theme in environmental policy. We investigate various market failures that may form an argument for governmental policies. We also investigated the claim that resource productivity could enhance competitiveness of firms and thereby result in a win-win situation. We do this by referring to the literature on the Porter hypothesis and present empirical analysis on the relationship between energy productivity and income. Finally we address the use of economic instruments that can help to circumvent some of the lack of progress on increased resource productivity. ]]></description>
			<pubDate>Wed, 10 Mar 2010 07:46:09 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[In pursuit of energy conservation ]]></title>
			<link>http://www.ce.nl/publicatie/in_pursuit_of_energy_conservation_/1002</link>
			<guid>http://www.ce.nl/publicatie/in_pursuit_of_energy_conservation_/1002</guid>
			<description><![CDATA[In its climate and energy programme &amp;lsquo;Clean and Efficient&amp;rsquo; the Dutch government has pledged a doubling of the rate of energy conservation from 1% to 2% a year by the&amp;nbsp; year 2020. As part of the drive to secure a range of climate targets, including those relating to energy efficiency, the ministers of Environment and Economic Affairs have created an Energy Transition Board (ETB). CE Delft has made a quantitative assessment of the (projected) energy savings that will be realised in the coming years via various sectoral agreements and energy conservation programmes, on the one hand, and the transition paths outlined by the ETB, on the other. 
&amp;nbsp;
The sectoral agreements and energy conservation programmes together lead to anticipated savings of between 215 and 467 PetaJoule, depending on the degree to which EU energy conservation policy is sufficiently ambitious and indeed spurs action. These figures are equivalent to average annual savings of 1.4% to 1.9% over the period 2011 to 2020.
&amp;nbsp;
The (additional) savings, realised and projected, that can be attributed directly to activities stemming from the ETB prove hard to quantify and compare. There are two main reasons: insufficient monitoring data and the use of different reference scenarios, making comparison of the respective savings problematical. 








]]></description>
			<pubDate>Tue, 08 Mar 2011 10:09:15 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<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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		<item>
			<title><![CDATA[Technical support for European action to reducing Greenhouse Gas Emissions from international  maritime transport]]></title>
			<link>http://www.ce.nl/publicatie/technical_support_for_european_action_to_reducing_greenhouse_gas_emissions_from_international__maritime_transport/1005</link>
			<guid>http://www.ce.nl/publicatie/technical_support_for_european_action_to_reducing_greenhouse_gas_emissions_from_international__maritime_transport/1005</guid>
			<description><![CDATA[The European Union has pledged to reduce greenhouse gas (GHG) emissions by at least 20% by 2020 and, like other sectors, maritime shipping should contribute to securing this target. 

The EU would preferably like to see action at a global level. However, if no international agreement is reached by the end of 2011, the European Commission will propose a policy to include international maritime emissions in abatement efforts. 

This report has been written for the European Commission, DG Environment, to provide technical assistance in preparing such a policy to reduce GHG emissions from maritime transport.

This report demonstrates that of the many policy instruments available to address these emissions, directly or indirectly, the inclusion of maritime shipping in the EU Emission Trading Scheme is the most environmentally effective as well as cost-effective.

Under the EU ETS, ship operators would have to surrender allowances for emissions on voyages to EU ports. They would have to do so regardless of the flag or nationality of the owner. Some ships may be diverted as a result, but this can be kept to a minimum by defining a voyage as the route from the port of loading to the port of discharge. For most types of vessel this would make it uneconomical to change route.

Other instruments, such as an emissions tax, would be effective but could be harder to implement. Yet other instruments, such as efficiency standards for ships entering EU ports, would have less scope for reducing emissions and suffer from carbon leakage.

This report for the first time provides a reliable estimate of GHG emissions from maritime transport on voyages to EU ports. These amount to 208 Mt CO2, equal to 4.1% of EU land-based emissions. Despite the potentially significant efficiency improvements available in this sector, its emissions are projected to rise in the coming decades.]]></description>
			<pubDate>Wed, 17 Feb 2010 10:19:06 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Impacts on Dutch industry from sharpening the EU CO2 target from -20 to -30%]]></title>
			<link>http://www.ce.nl/publicatie/impacts_on_dutch_industry_from_sharpening_the_eu_co2_target_from_-20_to_-30%25/1020</link>
			<guid>http://www.ce.nl/publicatie/impacts_on_dutch_industry_from_sharpening_the_eu_co2_target_from_-20_to_-30%25/1020</guid>
			<description><![CDATA[This study presents an analysis into the consequences of the costs for industry in the Netherlands of moving within the EU from a CO2 reduction target of -20 to -30%. Three scenarios have been formulated with respect to the input of CDM and the associated price developments in the EU ETS market. In these scenarios the impacts of the financial crisis have been taken into account. These three scenarios have been analyzed with respect to the potential costs for industry of complying with EU ETS. We distinguished both the direct costs of complying with EU ETS and the costs of increased electricity-inputs. It appears that the highest additional cost increases occur for the cement industry, the aluminum industry and the inorganic chemicals. These sectors have little opportunities to reduce emissions or electricity demand. The aluminium and inorganic chemical industry mainly suffer from the higher electricity prices, while the cement sector will be a net buyer of allowances. Some sectors, e.g. refineries and fertilizer, may profit from the more strict emission regime as they have opportunities to reduce their emissions at lower costs and become net sellers of emission credits. The costs presented here are gross cost price increases. However, part of these costs will be passed on to the consumers - this has not been taken into account in this study. Earlier research indicated that about half of the additional costs of EU ETS may be passed on to the consumers. . 
&amp;nbsp;
The total sum of costs were estimated at 0.4 billion annually in 2020 under the -20% target (less than 0.1% of GDP). For the target of -30% and no additional use of CDM, these costs will increase to about 0.2% of GDP.&amp;nbsp; Hence additional costs of more ambitious targets are estimated to be low.]]></description>
			<pubDate>Tue, 27 Apr 2010 10:29:24 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Environmental Impact of the use of Natural Resources and Products]]></title>
			<link>http://www.ce.nl/publicatie/environmental_impact_of_the_use_of_natural_resources_and_products/990</link>
			<guid>http://www.ce.nl/publicatie/environmental_impact_of_the_use_of_natural_resources_and_products/990</guid>
			<description><![CDATA[A key issue in European policies on resources and products, is the development of an aggregated impact indicator to measure decoupling: an indicator that is expected to show the impact of environmental pressures related to resource use and economic development on the state of the environment in an aggregated manner. In this study, various indicators have been assessed and recommendations are made for the use of such an aggregated environmental impact indicator, or set of indicators, at the Eurostat Datacenter for Natural Resources. 

The indicator assessment included the following indicators: HANPP (Human Appropriation of Net Primary Production), EF (Ecological Footprint), DMC (Domestic Material Consumption), EMC (Environmentally weighed Material Consumption) and EE-IO (Environmentally Extended Input Output) derived indicators. 

To be used in a general decoupling context, the indicators should be (1) encompassing with regard to the economic system, (2) encompassing with regard to environmental impacts or pressure, and (3) include foreign impacts that are related to consumption within EU. This was tested in a number of hypothetical case studies. 

The conclusion from this exercise is, that none of the indicators appears to be the ideal decoupling indicator. All have their own strenghts and weaknesses, but also their own potential niche of useful policy supporting application. 

HANPP and EF are both rather limited in their scope and are therefore less suitable as general decoupling indicators. The other three are more encompassing. For a policy on resources, it is important to have the resources and resource flows visible in the indicator. Resource flows themselves are captured in the DMC or TMC indicator, based on MFA accounts. The EMC seems most suitable to add the environmental dimension. By using these two indicators, the &amp;quot;double decoupling&amp;quot; of the Resource Strategy can be made measurable. A combination could be considered of EMC and EF, taking strong points out of either. The EF then could supply the land use data and the EMC the emissions, including CO2. 

A product policy could benefit clearly from an EE IO approach. This may be the only way to get a perspective on all combined products in a national economy. A product policy obviously should be supplemented by product studies for priority product groups based on detailed LCAs. Without these, it would not be possible to do eco-labelling or provide guidelines for product design &amp;ndash; be it ecodesign, design for recycling or otherwise. However, the individual products are too numerous to keep track of all of them: instead of roughly a hundred materials, there are tens of thousands of different products to keep track of. A certain amount of aggregation therefore is inevitable, and to do this via EE-IO seems a sensible road to take.]]></description>
			<pubDate>Wed, 10 Mar 2010 07:47:19 +0100</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[Environmental Ship Index field test]]></title>
			<link>http://www.ce.nl/publicatie/environmental_ship_index_field_test/1018</link>
			<guid>http://www.ce.nl/publicatie/environmental_ship_index_field_test/1018</guid>
			<description><![CDATA[Towards the end of 2008 and in early 2009 CE Delft developed the Environmental Ship Index (ESI) at the request of the World Port Climate Initiative (WPCI) and in collaboration with the five largest seaports in Western Europe. The ESI can be used by ports to promote cleaner shipping. The Port of Rotterdam has announced that in 2011 it will give the cleanest vessels a discount on harbour dues.

The ESI is explained in this brochure, to which CE Delft contributed. 

In 2009 a survey was carried out to test the ESI formulae, with the following specific goals:

    To gain insight into the practicability of the formulae.
    To gain insight into the scores of various types of vessel.
    To assess whether the ESI works satisfactorily in practice.

The report presents the survey results and analysis. There was found to be sufficient data on board ships for calculating the ESI scores. It could also be concluded that the ESI is a good indicator for the emissions performance of shipping. There are major differences in ESI score among vessels, because of differences in the sulphur content of the fuels burned and differences in engine NOx emissions.]]></description>
			<pubDate>Wed, 10 Mar 2010 07:42:32 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Renewable energy market?]]></title>
			<link>http://www.ce.nl/publicatie/renewable_energy_market/979</link>
			<guid>http://www.ce.nl/publicatie/renewable_energy_market/979</guid>
			<description><![CDATA[Without additional policy, renewable energy targets will not be met 

After a period with virtually no newbuild of power plant in the Netherlands, in the years ahead capacity is set to surge. Although some of the new gas- and coal-fired plant will replace older facilities, on balance it there will be a major increase in installed capacity, which by 2020 will up by 70% to 40 GW. Dutch electricity demand is expected to grow from 120 TWh in 2008 to 145 TWh in 2020, an increase of 20%. 

Dutch generating capacity must be assessed in the context of the north-west European electricity market, as some of the country&amp;rsquo;s output can be exported to neighbouring countries. As things stand at the moment, there is sufficient technical capacity for exporting 20% of current output, a figure that is even expected to rise. But because substantial new generating capacity is also being built in neighbouring countries, which also have ambitious targets for renewable energy, opportunities for export are economically constrained. 

With installed capacity set to rise by 70% and domestic demand by only 20%, with only limited scope for export (i.e. limited foreign demand), overcapacity will result. This will have an adverse impact on the investment climate for renewables. Although the subsidy scheme in place for renewables means generators can produce this electricity competitively, the arrangements in force are still too non-committal. As energy companies have no say in the Netherlands&amp;rsquo; renewable energy targets, with overcapacity in conventional capacity looming they cannot be expected to invest in renewables, too. Generators have no direct interest in such investments, because the incentives (prices, subsidies, obligations) are still insufficiently aligned with the government&amp;rsquo;s energy and climate programme (&amp;lsquo;Clean and Efficient&amp;rsquo;). As a result, these industries see investment in conventional plant as more appealing than developing renewables.]]></description>
			<pubDate>Wed, 10 Mar 2010 07:47:51 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Concentrating Solar Power (CSP) in North Africa ]]></title>
			<link>http://www.ce.nl/publicatie/concentrating_solar_power_%28csp%29_in_north_africa_/982</link>
			<guid>http://www.ce.nl/publicatie/concentrating_solar_power_%28csp%29_in_north_africa_/982</guid>
			<description><![CDATA[CE Delft has investigated the scope for developing Concentrating Solar Power (CSP) in North Africa and the potential for delivering the output to the Europe. 

The findings were as follows. In technical terms CSP is a proven technology and 
North Africa is excellently placed as a region to develop it. There is sufficient potential for distributing renewably sourced power from here to the countries of the EU. As yet, though, the Dutch government&amp;rsquo;s focus in developing renewable energy is firmly within the country&amp;rsquo;s own territory (as with onshore and offshore wind power and solar cells). When it comes to developing CSP, Dutch industries still show a preference for the south of Europe rather than North Africa. 

Meanwhile, however, twelve major European companies have announced their intention to invest around &amp;euro; 400 billion in creating the infrastructure and capacity for generating solar power in North Africa. CE Delft sees opportunities for the Netherlands &amp;ndash; government, knowledge institutes and industry &amp;ndash; to respond to these developments and contribute to the sustainable development of North African nations, exploiting the opportunities that CSP brings with it in this particular region.]]></description>
			<pubDate>Wed, 10 Mar 2010 07:48:10 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Building material to isolate the recession ]]></title>
			<link>http://www.ce.nl/publicatie/building_material_to_isolate_the_recession_/974</link>
			<guid>http://www.ce.nl/publicatie/building_material_to_isolate_the_recession_/974</guid>
			<description><![CDATA[On September 9, 2009 the European Commission (DG EMPL) organised an expert workshop on the question how the EU can emerge stronger from the recession by applying economic recovery programmes to tackle the crisis, but also address structural enhancement in terms of sustainability, employment and social cohesion. CE Delft provided input for this workshop, on the topic of the Build Environment. In a general analysis for the EU as a whole we analysed (1) which measures could be taken, and (2) which type of policy instruments can be applied best.
The conclusions were as follows. To emerge stronger from the recession, and regarding the built environment, it is best to focus on insulation of (existing) buildings en on decentralized production of renewable energy. This can be stimulated by subsidies and fiscal measures for the short time, but these measures should be part of a longer term programme that gradually shifts towards obligations and pricing schemes.]]></description>
			<pubDate>Wed, 10 Mar 2010 07:48:29 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Profitability of cogeneration ]]></title>
			<link>http://www.ce.nl/publicatie/profitability_of_cogeneration_/981</link>
			<guid>http://www.ce.nl/publicatie/profitability_of_cogeneration_/981</guid>
			<description><![CDATA[In a communication dated 23 February, 2009 (28665, no. 100) the Dutch Ministry of Economic Affairs stated that new-build cogeneration plant in the Netherlands can in almost all instances compete with other types of generating capacity and consequently require no financial support from the government. In underpinning this conclusion, the ministry used data calculated by the Netherlands Energy Research Centre, ECN, in a report entitled (in translation) &amp;lsquo;Price differential calculations for new cogeneration capacity, 2009&amp;rsquo;. A number of sectors operating cogeneration facilities have protested at the ministry&amp;rsquo;s conclusion and the decision not to introduce a subsidy for new-build capacity.

Further to a parliamentary motion by Vendrik and Zijlstra (no. 31239/44), CE Delft has been commissioned to give a second opinion on the model used and the ECN data as well as the route by which the ministry has arrived at the conclusion that (virtually) all categories of cogeneration can be profitably operated.]]></description>
			<pubDate>Wed, 10 Mar 2010 07:48:51 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[District heat in the Netherlands]]></title>
			<link>http://www.ce.nl/publicatie/district_heat_in_the_netherlands/980</link>
			<guid>http://www.ce.nl/publicatie/district_heat_in_the_netherlands/980</guid>
			<description><![CDATA[In 2010 a new Heat Act is scheduled to come into force in the Netherlands, with the aim of ensuring fair terms and prices for consumers of district heat. The Office of Energy Regulation, part of the Netherlands Competition Authority, will be responsible for overseeing compliance with the legislation. Among other activities, the Office will be establishing policy rules laying down the conditions to be adhered to in establishing a reasonable price for heat supply. To adequately effectuate compliance with these rules, the Office commissioned CE Delft to conduct two studies, one to inventory existing Dutch heat grids, suppliers, producers and tariffs, the other providing insight into the main cost drivers of heat supply. 

Dutch heat grids: a market analysis
In the Netherlands district heat systems come in all shapes and sizes, from large scale grids with tens of thousands of connections to small grids serving only a handful of consumers. In collaboration with the energy companies involved and research organisations like SenterNovem, CE Delft has carried out a full survey of the country&amp;rsquo;s heat grids.

In this survey a distinction was made between large and small scale grids, with the dividing line set at 5,000 connections. The Netherlands has thirteen large scale grids serving approximately 227,000 consumers, the heat for which is supplied by big power generators (including Eneco, Essent and Nuon). In addition, these suppliers deliver heat to around 300 small scale grids. The other small scale grids, some 6,600 in all, are owned and operated by housing corporations, owner associations, project developers and other such parties. A total of 336,000 homes are connected to a small scale grid.

The heat tariffs charged by the major energy companies are based mainly on the&amp;nbsp; NMDA tariff recommendations drawn up by EnergieNed, the country&amp;rsquo;s energy trade association. The tariffs charged by the other suppliers (housing corporations, owner associations, etc.) are often computed by heat cost allocation agencies, based on the actual costs of heat supply.

The main heat sources for the large scale grids are (gas-fired) cogeneration plant and conventional (gas- and coal-fired) power plant, with a small fraction deriving from renewables. Small scale grids are fed with heat from a wide range of sources, from cogeneration plant (both small and large) and conventional boilers to heat and cold storage systems and communal solar boilers.

Cost drivers of heat supply in the Netherlands
In this second CE Delft study two types of factor driving heat supplier costs were distinguished: those influencing costs that are independent of supply and those influencing supply-dependent costs. The former have no (direct) relation with the amount of heat supplied, while the latter rise (proportionally) with increasing supply. 

The study shows that the main cost drivers in the first category are the size and age of the heat grid and historical acquisition costs (wage and material costs at the time of the initial investments). The supply-dependent costs (i.e. the price paid to generators) are governed by the type of heat source involved, cost-sharing arrangements between the heat distributor and producer, and the nature and scale of supply.

The profitability figures cited by heat suppliers vary considerably, depending on the grid concerned: from -11% to 23% for large scale grids and from -258% to 7% for small scale grids. Heat suppliers in a position to do so often opt for a portfolio strategy, using profitable heat grids to compensate for loss-making ones.&amp;nbsp; ]]></description>
			<pubDate>Wed, 10 Mar 2010 07:49:07 +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[Nuclear employment ]]></title>
			<link>http://www.ce.nl/publicatie/nuclear_employment_/969</link>
			<guid>http://www.ce.nl/publicatie/nuclear_employment_/969</guid>
			<description><![CDATA[At the request of Greenpeace-Netherlands, CE Delft has looked into the direct employment effects of construction and operation of a new nuclear power plant in the province of Zeeland. Although a study covering only direct employment does not give a complete picture, it does provide an indication of what can be expected if plans go ahead.
&amp;nbsp;
Based on a desk study of employment studies carried out in the US and Europe, an estimate was made of the number of jobs associated with building and operating a 1,600 MW nuclear plant, looking at the main aspects in terms of job creation. The desk study indicates that construction will create an average of 1,500 direct jobs on the site itself for a period of five years, with peaks of between 2,500 and 3,000. In the operational phase there will be 500 jobs.&amp;nbsp; 

Based on the main factors governing employment at nuclear facilities (nuclear experience, international building consortiums, international tendering) and a comparison with current Dutch construction projects in the energy sector, an estimate was made of the number of jobs that can reasonably be allocated to the Netherlands as a whole and Zeeland in particular, giving due consideration to types of positions, training levels, the local labour market and current recruitment potential in the Netherlands. The study concludes that construction of a nuclear power plant can reasonably be assumed to lead to a peak of around 120-150 direct, local jobs in Zeeland at a minimum. These are temporary jobs, for the duration of the construction phase. The permanent, direct employment generated in the operational phase is estimated as totalling 150 jobs.]]></description>
			<pubDate>Tue, 06 Oct 2009 11:12:37 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Second IMO GHG Study 2009 ]]></title>
			<link>http://www.ce.nl/publicatie/second_imo_ghg_study_2009_/942</link>
			<guid>http://www.ce.nl/publicatie/second_imo_ghg_study_2009_/942</guid>
			<description><![CDATA[Shipping currently accounts for 3.2% of anthropogenic CO2 emissions and its emissions are forecasted to increase 2-3 fold until 2050. While a significant potential exists to increase the efficiency of ships and thus reduce emissions, much of this potential is left untapped because of a lack of adequate incentives. The introduction of a global emissions trading scheme for shipping or a global emissions levy would provide the right incentive to make shipping contribute to the solution of the climate problem.

This report provides a full overview of climate issues for maritime transport. It shows:
- Past, current and future CO2 emissions of shipping.
- Current and future climate impact of shipping.
- A comprehensive list of technical and operational measures to reduce emissions.
- The costs and abatement potential of these options.
- An assessment of policies to reduce the climate impact of shipping.

The report has been written by a consortium led by MARINTEK for the IMO. CE Delft was responsible for assessing costs and potential of technical and operational options to reduce emissions and for the policy evaluation. ]]></description>
			<pubDate>Tue, 06 Oct 2009 11:13:23 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[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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			<title><![CDATA[Compensation for mink farms ]]></title>
			<link>http://www.ce.nl/publicatie/compensation_for_mink_farms_/963</link>
			<guid>http://www.ce.nl/publicatie/compensation_for_mink_farms_/963</guid>
			<description><![CDATA[The Netherlands&amp;rsquo; Lower Chamber is considering introducing a ban on mink farms, to come into force on 17 January, 2018. An important issue in this context is the extent to which mink farmers should be compensated for economic losses due to the envisaged ban. In the past few months a string of studies have been published on the topic by the Agricultural Economics Research Institute (LEI), CE Delft and Deloitte estimating the potential costs facing mink farmers if Parliament indeed decides to outlaw their trade. There are considerable differences between these studies, however, in terms of both methodology and results. 

This short report discusses the most important differences and sets out the assumptions and methods that are justifiable from an economic perspective on compensation. The focus is on the main contours of the debate. The party that commissioned the report, the campaigning group Bont voor Dieren (&amp;lsquo;Fur is for Animals&amp;rsquo;), hopes it will contribute to balanced decision-making in the Lower and Upper Chambers. 

The following questions are addressed:

    Why do the three reports give such different estimates of economic losses?
    Were these losses calculated in an arbitrary fashion?
    Should compensation be related to the scale of economic losses?
    How will the mink-farming sector respond if there is phased introduction of the ban?
    What are the animal welfare consequences if the sector is phased out?
    Is there a future for mink farmers without their mink farms?
    What effect will a ban have on the pension provisions of these entrepreneurs?
]]></description>
			<pubDate>Fri, 28 Aug 2009 12:30:49 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[The energy transition starts regionally  ]]></title>
			<link>http://www.ce.nl/publicatie/the_energy_transition_starts_regionally__/971</link>
			<guid>http://www.ce.nl/publicatie/the_energy_transition_starts_regionally__/971</guid>
			<description><![CDATA[The national government can do far more to support regional initiatives in the field of sustainable energy. This is the conclusion drawn by the Rathenau Institute on the basis of the report &amp;lsquo;The energy transition starts regionally&amp;rsquo;, prepared on commission by CE Delft.

The report examines three regional sustainability initiatives, as a pars pro toto for a broader trend: the Rotterdam Climate Initiative, under which the city has pledged to achieve a 50% cut in its CO2 emissions by 2025 relative to 1990 levels; the plans set out by the island of Texel to base its energy supply entirely on renewables by 2020; and Energy Valley, a partnership between the country&amp;rsquo;s three northernmost provinces that seeks to strengthen the region&amp;rsquo;s economy by developing new energy activities. 

In the report the Rathenau Institute argues that national legislation and regulations need to be streamlined and regions afforded greater scope for pursuing ambitions going beyond the national standards currently in place. There is also a need for an unambiguous vision by national government as to how the Netherlands is to engineer the transition to a sustainable energy supply.

Sustainability is not getting off the ground 
The study indicates that, in the regions considered, there is plenty of enthusiasm and expertise as well as a desire to collaborate. As yet, however, the goal of making the energy supply sustainable is not really getting off the ground. In elaboration of the various plans, the opportunities for energy-saving and use of renewables are not being fully exploited.

Owing to economic factors &amp;ndash; Rotterdam as a major international port, Texel&amp;rsquo;s tourist industry on and gas production in the north &amp;ndash; the emphasis is very much on continued use of fossil energy. Whether that will be a cleaner and greener enterprise than at present is anything but clear, though, as there is still insufficient support for carbon capture and storage (CCS).

Government support for regions 
Another conclusion of the study is that national government can do far more to support regional sustainability initiatives. When it comes to energy conservation, regional players are often keen to go beyond today&amp;rsquo;s national standards but lack the legal mandate to impose additional energy efficiency requirements. National standards therefore need to be made more ambitious. There is also a need for greater legal scope for regions that want to set their sights higher.

Similarly, plans for renewable energy systems are often thwarted by barriers in national legislation. To make use of the opportunities of renewable energy at the local level, legislation should far more of the &amp;ldquo;yes, provided&amp;rdquo; variety rather than today&amp;rsquo;s &amp;ldquo;no, unless&amp;rdquo;.

Finally, the Rathenau Institute concludes that regions would benefit from a clearer and more explicitly propagated vision on the part of national government as to how the Netherlands intends to flesh out the transition to a sustainable energy future, thereby making clear which initiatives the government intends to support for the long haul. With this kind of vision in place, it becomes far easier for the regions to create broad public support for large-scale energy projects like wind farms and CCS.]]></description>
			<pubDate>Tue, 15 Mar 2011 08:34:37 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Measures to address particulate emissions in the Zeeland construction and demolition industry]]></title>
			<link>http://www.ce.nl/publicatie/measures_to_address_particulate_emissions_in_the_zeeland_construction_and_demolition_industry/962</link>
			<guid>http://www.ce.nl/publicatie/measures_to_address_particulate_emissions_in_the_zeeland_construction_and_demolition_industry/962</guid>
			<description><![CDATA[The construction and demolition industry is a source of particulate emissions that is often forgotten. Because these activities are often in highly built-up areas, citizens may suffer not only nuisance but also health damage. The main causes are particulate emissions from diesel engine exhausts, emissions of resuspended particles, and a variety of process-specific emissions, including particulate emissions from drilling, cutting and welding.

A range of measures have already been taken, wholly or in part, to reduce the particulate emissions associated with construction work. Effective at-source measures include a switch to clean fuels, use of diesel engines with particulate filters and paving the most frequently used routes on construction sites to prevent particle resuspension. If particulate emissions are unavoidable the strategy should be to limit their dispersion to a minimum, by spraying surfaces with water, for example, or by extracting airborne particulates using ventilation plant with a suitable filter.

The Building Decree and local building regulations grant local authorities the power to demand measures to limit these emissions. They can prescribe use of a particular fuel or electrically powered equipment, for example. There is therefore already plenty of scope for action to tackle the particulate emissions associated with construction and demolition. Which measures are most effective will depend on the specific situation, and an understanding of the actual pattern of emissions can inform choices as to which measures deserve priority.]]></description>
			<pubDate>Fri, 28 Aug 2009 11:54:07 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Electrical concepts for homes]]></title>
			<link>http://www.ce.nl/publicatie/electrical_concepts_for_homes/970</link>
			<guid>http://www.ce.nl/publicatie/electrical_concepts_for_homes/970</guid>
			<description><![CDATA[Energy concepts at the level of the individual dwelling focus predominantly on the building&amp;rsquo;s heating requirements, with very few, if any, such concepts available for electrical demand. For simplicity&amp;rsquo;s sake, it is often assumed that enough electricity can always be taken from or fed back into the grid, using the storage and distribution capacity of that grid. 

The envisaged result of this project is a survey of new electrical energy concepts for dwellings in which electrical demand for and/or grid load are reduced. &amp;ldquo;Concepts&amp;rdquo; is taken to mean both a coherent package of technologies and a theoretical description thereof.

By reducing the electrical demand of individual dwellings it becomes progressively easier to meet that demand in full using new technologies like photovoltaic solar cells (PV), small-scale wind turbines and &amp;lsquo;home power plants&amp;rsquo; (micro-heat and power generation), as this means the systems adopted can be made smaller and thus cheaper.

A first-pass review indicates there are presently only a few concrete, mature concepts available in the marketplace. What we see are a number of demonstration projects and pilot schemes, together with a series of technologies in various phases of market introduction that can serve as building blocks for a concept. To &amp;ldquo;join up the dots&amp;rdquo; between these demonstration projects and pilots, in this report four key concepts of a more theoretical nature are described, rooted in different conceptions of a dwelling&amp;rsquo;s function in the power grid.

The demonstration projects and technologies identified have been incorporated into these key concepts and then further elaborated with respect to marketing phase, level of application and benefits for the power supply.

Although the report focuses on dwellings, the results are also valid for shops and other small businesses and for combinations of these with private dwellings.&amp;nbsp; &amp;nbsp;

The report will be of interest to developers, construction firms, home contractors, housing corporations, energy companies, grid operators and government policy-makers.]]></description>
			<pubDate>Tue, 06 Oct 2009 11:34:17 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Encouraging fuel-efficient cars via Vehicle Purchase Tax ]]></title>
			<link>http://www.ce.nl/publicatie/encouraging_fuel-efficient_cars_via_vehicle_purchase_tax_/947</link>
			<guid>http://www.ce.nl/publicatie/encouraging_fuel-efficient_cars_via_vehicle_purchase_tax_/947</guid>
			<description><![CDATA[At the request of the Netherlands&amp;rsquo; Environment Ministry the environmental effectiveness of eight alternative Vehicle Purchase Tax (VPT) schemes was investigated. There were essentially three variants: 

    A basic VPT indexed to net catalogue value.
    Schemes whereby the basic VPT is combined with discounts and forfeits, calculated on the basis of the vehicle&amp;rsquo;s energy label, its relative CO2 emission (compared with the vehicle-class average) or its absolute CO2 emission.
    BPM schemes indexed to absolute vehicle CO2 emission. In this case there can be either a flat rate or a progressive tariff per gram CO2/km. In addition, two progressive schemes were examined in which there is also a discount for vehicles with an &amp;lsquo;efficient&amp;rsquo; (A, B or C) label.

These alternative schemes were compared on two counts: the (financial) incentive to consumers to buy a more efficient vehicle, and the estimated CO2 emission cuts to which they might lead. In both contexts allowance was made for the scheduled phase-out of VPT in the Netherlands prior to introduction of road pricing.

The study indicates that the progressive VPT schemes indexed to CO2 emissions create the greatest incentive to buy a more efficient vehicle. With these schemes the estimated CO2 reduction in 2020 relative to today is an additional 0.3 to 0.5 Mt, assuming 100% phase-out of the current VPT. With 25% phase-out of VPT, the CO2 reduction is 0.9 to 1.2 Mt. The progressive VPT schemes owe their effectiveness to the fact that they provide a strong incentive for buying a smaller vehicle as well as for buying a more efficient vehicle in the same size bracket. In addition, these schemes create an incentive to purchase a vehicle fitted out with fuel-saving technologies at additional cost. This contrasts with a VPT indexed to net catalogue value, which in this context creates precisely the wrong kind of incentive.]]></description>
			<pubDate>Fri, 17 Jul 2009 09:39:10 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Greenhouse gas emissions due to deforestation]]></title>
			<link>http://www.ce.nl/publicatie/greenhouse_gas_emissions_due_to_deforestation/961</link>
			<guid>http://www.ce.nl/publicatie/greenhouse_gas_emissions_due_to_deforestation/961</guid>
			<description><![CDATA[The Netherlands is a major importer of tropical products like timber, soya, palm oil and pulp. For production of these commodities, natural forests are damaged and clear-felled. In this study, carried out by CE Delft at the request of Greenpeace-Netherlands, the greenhouse gas emissions due to deforestation and forest degradation have been estimated. Because of the marked rise in imports of palm oil from Indonesia and Malaysia in recent years, the study focuses on these two countries, with additional focus on other major products from these countries like timber.

The calculations were performed using the methodology developed for this purpose by the Intergovernmental Panel on Climate Change (IPCC).

In the period up to and including 2005, the forest degradation/destruction in Indonesia and Malaysia that can be ascribed to the Netherlands led to greenhouse gas emissions totalling 12 to 25 Mt/year, equivalent to some 5-10% of total GHG emissions in the Netherlands itself. Because of the subsequent sharp rise in forest degradation/destruction, in 2006 and 2007 these emissions had increased to 30-32 Mt/y, equivalent to 15% of total Dutch emissions.

The curbing of deforestation is a key issue in the run-up to the climate conference in Copenhagen at the end of this year. 

The results of this study apportion major responsibility to the Netherlands and other countries importing farm and forestry products from the tropics. The study is highly relevant for the current debate on REDD (Reducing Emissions from Deforestation and forest Degradation), a pivotal element of ongoing climate negotiations.
]]></description>
			<pubDate>Fri, 28 Aug 2009 11:49:31 +0200</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[Impact and elaboration of an Energy Conservation Fund]]></title>
			<link>http://www.ce.nl/publicatie/impact_and_elaboration_of_an_energy_conservation_fund/972</link>
			<guid>http://www.ce.nl/publicatie/impact_and_elaboration_of_an_energy_conservation_fund/972</guid>
			<description><![CDATA[This report, prepared at the request of the Dutch environment ministry, VROM, looks into the options for setting up an Energy Conservation Fund to encourage investments in energy efficiency by private home owners and the utility building sector. It examines the costs and impacts of energy conservation measures and the (financial) barriers currently impeding their implementation. A range of incentives for removing these barriers are then assessed, viz. a government guarantee on loans, a subsidy on interest payments, a limited investment subsidy and several hybrid variants. The option &amp;lsquo;energy loan with guarantee&amp;rsquo; is then elaborated in more detail. 

One of the report&amp;rsquo;s final conclusions is that loan access and affordability are a necessary but not sufficient condition for securing substantial cuts in CO2 emissions and an attendant improvement in local environmental quality and quality of life. It is therefore recommended to make serious efforts on other fronts, too, so that the lack of knowledge and sense of urgency and ingrained opposition on the part of home owners can be remedied. In this respect, first and second time buyers in lower and medium income brackets are a key target group.

Meanwhile, political agreement has been reached on the design of a guarantee scheme for energy credits, to be announced this month in the Government Gazette.]]></description>
			<pubDate>Fri, 18 Dec 2009 08:46:04 +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[IPO Heat Routemap]]></title>
			<link>http://www.ce.nl/publicatie/ipo_heat_routemap/958</link>
			<guid>http://www.ce.nl/publicatie/ipo_heat_routemap/958</guid>
			<description><![CDATA[There are major energy savings to be achieved by making more effective use of industrial waste heat, underground storage of cold and heat, and geothermal energy. In a Climate Accord between the Dutch government and the Association of Netherlands Provincial Authorities (IPO) a pledge has been made to secure 50 PJ of that potential by 2020. 

In practice it often proves far harder to get projects off the ground than on paper, though, and so IPO commissioned CE Delft to elaborate the roles that can best be played by provincial authorities in this context. To this end, all existing and promising waste-heat supply sites were first inventoried. In interviews with provincial representatives and stakeholders, problem areas and potential strategies for tackling them were then identified.
&amp;nbsp;
The role of provincial authorities proves to be mainly that of &amp;lsquo;initiator&amp;rsquo;, by systematically inventorying promising sites, for example, and by giving projects a kick-start by getting relevant parties talking. Utilisation of waste heat is an issue that has already received considerable attention from national government, through creation of the Heat Expertise Centre, for example. To complement these efforts, the government should review current legislation, particularly on groundwater (Water Act), the deep subsurface (Mine Act) and waste heat, to enable provincial authorities and others to effectively steer towards effective use of the available heat and cold potential. 

IPO is using the results of the project to finalise arrangements on implementing the aforementioned Climate Accord.]]></description>
			<pubDate>Fri, 28 Aug 2009 10:22:42 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Background data on electricity labelling 2008]]></title>
			<link>http://www.ce.nl/publicatie/background_data_on_electricity_labelling_2008/960</link>
			<guid>http://www.ce.nl/publicatie/background_data_on_electricity_labelling_2008/960</guid>
			<description><![CDATA[Since 1 January, 2005 there has been a legal obligation in the Netherlands to label electricity as to its source. CE Delft has quantified the Dutch supply mix in 2008. It comprised power generated from natural gas (over 50%), coal (22%), nuclear (7%) and renewables (18%). The environmental impact expressed in terms of CO2 emissions and generation of radioactive waste is 413 g CO2/KWh and 0.000213 g nuclear waste/KWh, respectively.&amp;nbsp; ]]></description>
			<pubDate>Fri, 28 Aug 2009 11:40:37 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Economic instruments for sustainably produced timber]]></title>
			<link>http://www.ce.nl/publicatie/economic_instruments_for_sustainably_produced_timber/965</link>
			<guid>http://www.ce.nl/publicatie/economic_instruments_for_sustainably_produced_timber/965</guid>
			<description><![CDATA[At the request of the Dutch Environment ministry (VROM), CE Delft has reviewed several economic policy instruments for increasing the share of sustainably produced timber in products marketed in the Netherlands. The brief was to elaborate a tax measure, a form of private &amp;quot;greening&amp;quot; and creation of a fund, with the timber procurement criteria laid down by national government serving as criteria for sustainably produced timber. The ministry wanted the various policies as well as the criteria held up against national legislation, EU regulations and WTO accords to assess their legal status. To the extent that the instruments or criteria failed this test, the ministry requested they be revised to bring them into conformity. The final element of the brief was to analyse the economic impacts of the policies in question.&amp;nbsp; 

In this study only the three economic policy instruments cited were reviewed, with no investigation of alternative options like mandatory obligations, outright bans and/or public education by means of information campaigns. ]]></description>
			<pubDate>Fri, 28 Aug 2009 13:03:41 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[CO2 scan on waste for SITA: Background data]]></title>
			<link>http://www.ce.nl/publicatie/co2_scan_on_waste_for_sita%3A_background_data/918</link>
			<guid>http://www.ce.nl/publicatie/co2_scan_on_waste_for_sita%3A_background_data/918</guid>
			<description><![CDATA[Significant climate gains can be achieved through separate collection and recycling of waste. This is the result to emerge from the 'SITA CO2 scan' developed by CE Delft for waste collector and processor SITA. The scan gives companies a straightforward picture of how they can help protect the climate through improved separation of waste streams and delivery therof to SITA. A key feature of the tool is the possibility to translate waste processing at the company level in CO2 emissions, thus giving compagnies insight into how separating their waste helps reduce their CO2 emissions. The tool incorporates a considerable volume of raw data, so that even in the absence of detailed registration of waste a good estimate can be made. The SITA CO2 scan also allows the data to be converted to savings in the number of car-kilometers driven, moreover. SITA account managers are using it as an additional communications tool with customers and initial responses have been positive.

This report is not available as a download from our website, nor can it be ordered from 
CE Delft.

For more information, please contact SITA Nederland www.sita.nl]]></description>
			<pubDate>Tue, 31 Mar 2009 13:00:58 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Proposal for an Environmental Ship Index]]></title>
			<link>http://www.ce.nl/publicatie/proposal_for_an_environmental_ship_index/921</link>
			<guid>http://www.ce.nl/publicatie/proposal_for_an_environmental_ship_index/921</guid>
			<description><![CDATA[In a study commissioned by the ports of Le Havre, Antwerp, Rotterdam, Bremen and Hamburg, CE Delft has developed an Environmental Ship Index (ESI) that from 2010 onwards will be used on a voluntary basis to encourage more environmentally benign shipping. The index identifies vessels that perform better in terms of emissions than under current international regulations on the average technology to be applied in new vessels. The index can be used by port authorities, carriers and dispatchers alike. 

Indexing is not a novel topic, being similarly employed for both aviation and road vehicles, in establishing &amp;lsquo;green zones&amp;rsquo; and in differentiating taxes. 

The report comprises the following:
1&amp;nbsp;&amp;nbsp;&amp;nbsp; Evaluation of existing indices in the maritime sector.
2&amp;nbsp;&amp;nbsp;&amp;nbsp; Evaluation of the lessons to be learned from use of such indices in other sectors.
3&amp;nbsp;&amp;nbsp;&amp;nbsp; Design of a proposal for an ESI.
4&amp;nbsp;&amp;nbsp;&amp;nbsp; A proposal for an ESI organisation to administer a database and manage vessel inspection.

The ESI proposal covers emissions of NOX and SOX and reporting on the IMO energy efficiency operational index (EEOI). As yet, it is unfeasible to include particulates in the index.]]></description>
			<pubDate>Tue, 07 Apr 2009 12:17:39 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Are trucks taking their toll?]]></title>
			<link>http://www.ce.nl/publicatie/are_trucks_taking_their_toll/874</link>
			<guid>http://www.ce.nl/publicatie/are_trucks_taking_their_toll/874</guid>
			<description><![CDATA[At the request of Transport &amp;amp; Environment (www.transportenvironment.org) CE Delft has assessed how much heavy goods vehicles contribute to environmental pollution, traffic accidents and congestion. The motive for T&amp;amp;E asking CE Delft to conduct this study is that the former organisation wants to use the findings as input for discussions on the EU dossier on the Eurovignette. The outcome of this legislative process will determine which external costs may be passed on in future road toll tariffs.

The report considers the following:
- volume trends
- CO2 emissions
- air-polluting emissions and air quality
- safety
- noise
- congestion.]]></description>
			<pubDate>Tue, 01 Mar 2011 15:20:58 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Evaluation of the Dutch Environment ministry's 'climate standards']]></title>
			<link>http://www.ce.nl/publicatie/evaluation_of_the_dutch_environment_ministrys_climate_standards/964</link>
			<guid>http://www.ce.nl/publicatie/evaluation_of_the_dutch_environment_ministrys_climate_standards/964</guid>
			<description><![CDATA[One of the ways in which the Dutch government can effectuate &amp;lsquo;climate compensation&amp;rsquo; is to purchase voluntary emission reduction (VER) credits, and in this context it is important there are guarantees as to the soundness of such credits. The Environment minister has therefore stated in the Lower Chamber that minimum quality standards will be developed for future activities in this area. Arcadis and CE Delft were commissioned by the Environment ministry (VROM) to research the issue.

In the VER market there are numerous standards for the credits on offer. At a minimum there are two criteria such standards should meet to guarantee the credibility of emission cuts. First, the quality of the auditors needs to be validated. These auditors evaluate project proposals, and on this basis a decision is taken on whether a particular project is assigned VER credits and, if so, how many. Second, projects must be tested for &amp;lsquo;additionality&amp;rsquo;: the guarantee that the CO2 emissions reduction would not have occurred without additional investment in VER credits. From a preliminary (desk) survey of VER standards it emerged that only the Gold Standard scores as well as CDM(1). Gold Standard checks auditors&amp;rsquo; validation (and verification) reports and whether the additionality tests used are equivalent to or even tougher than the CDM tests. As yet it is only renewable energy and energy efficiency projects that are eligible for the Gold Standard.

At the request of VROM, the study paid particular attention to projects involving land use, land-use change and forestry (&amp;lsquo;LULUCF&amp;rsquo;) and projects in which the emissions reduction will only be secured at some dat in the future (&amp;lsquo;futures&amp;rsquo;). The question is to what extent it is desirable for national government to invest public funds in projects like this.

With regard to LULUCF projects, Arcadis and CE Delft recognise on the one hand that financial incentives have a crucial role to play in preserving the world&amp;rsquo;s afforested regions. This is something the government can contribute to by purchasing VER credits. Land-owners to whom credits are allocated receive a financial reward for afforestation/reforestation and for preventing deforestation. On the other hand, there are a number of valid criticisms of LULUCF projects, such as the risk of only temporary emissions cuts, &amp;lsquo;carbon leakage&amp;rsquo; and the issuing of credits for &amp;lsquo;non-additional&amp;rsquo; projects. To guarantee the quality of emission cuts, CE Delft therefore recommends that the government only purchase LULUCF credits that have been certified by the CDM Executive Board. This standard requires that credits be replaced in the course of time, as a means of guaranteeing permanent CO2 reductions. For the time being, these relate only to afforestation, as the prevention of deforestation is still not internationally accepted and is not CDM-certified.

Finally, Arcadis and CE Delft recommend that the government not acquire any &amp;lsquo;futures&amp;rsquo;, as there is a risk of projects turning out to deliver lower emission cuts (or none at all), even though these have already been paid for. In terms of communication, it is also hard for the government to explain that it is engaging in &amp;lsquo;climate compensation&amp;rsquo;, while at the time of announcement no such compensation has yet actually been effectuated.

(1) CDM was taken as a reference point because this system is grounded in the Kyoto Protocol, currently has a major share of the market and is embedded in numerous procedural guarantees with which there is already considerable experience.]]></description>
			<pubDate>Fri, 28 Aug 2009 12:38:23 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[CO2 abatement policies in elaboration of the RR2020 plan]]></title>
			<link>http://www.ce.nl/publicatie/co2_abatement_policies_in_elaboration_of_the_rr2020_plan/953</link>
			<guid>http://www.ce.nl/publicatie/co2_abatement_policies_in_elaboration_of_the_rr2020_plan/953</guid>
			<description><![CDATA[The RR2020 plan provides an outline of how the Rijnmond industrial zone will physically develop in the period through to 2020. When the plan was drawn up there was no explicit inclusion of policies on CO2 emissions reduction and climate change, however. Given the prominent policy focus on climate change today, there was a wish to remedy this situation. Rotterdam Municipal District therefore commissioned CE Delft to elaborate how the plan can be updated to incorporate policies to address climate change. To this end, two brainstorming sessions were organised in March 2008 with experts in the fields of physical planning and climate policy. 

The general picture to emerge is that there are major opportunities for securing robust CO2 emission cuts in the further elaboration of RR2020. The design of the plan (with its focus on concentrating traffic flows, housing construction, industrial estates and greenhouse horticulture) provides plenty of scope for achieving this aim. 

A dedicated response is required on the following issues:

    Further concentration of activities like offices and greenhouse horticulture.
    Leadership on the deep subsurface, in particular physical planning for cold/heat storage.
    Implementation of large-scale wind power.
    Inclusion of more vigorous CO2 abatement measures in &amp;lsquo;sectoral policies&amp;rsquo; on housing construction, industrial estates and greenhouse horticulture.
    Adopt CO2 reduction as the prime criterion in RR2020 projects (such as &amp;lsquo;Ridderster&amp;rsquo;).
    Convince all those involved in RR2020 of the importance of adopting
    CO2 emissions reduction as a guiding principle in physical planning.

Rotterdam Municipal District intends to include the results in its elaboration of RR2020 and the anchoring of the plan in the provincial authority&amp;rsquo;s &amp;lsquo;structural vision&amp;rsquo;.]]></description>
			<pubDate>Thu, 27 Aug 2009 16:43:36 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Warming up to heat]]></title>
			<link>http://www.ce.nl/publicatie/warming_up_to_heat/896</link>
			<guid>http://www.ce.nl/publicatie/warming_up_to_heat/896</guid>
			<description><![CDATA[A public district heat grid in Haaglanden Municipal District can lead to a substantial cut in CO2 emissions in the region. Estimates of the potential indicate that annual CO2 savings may be as much as 130-190 kt CO2 in 2020. A public heat grid will also have a positive impact on both air quality and energy security and offers plenty of scope for &amp;lsquo;greening&amp;rsquo; the energy supply. However, a recent study by the Rotterdam municipal works department and past experience have shown that it is by no means straightforward to create a regional heat grid, because of the major financial investments involved. In particular, the use of heat sources like industrial waste heat, deep geothermal heat and heat from horticultural greenhouses involve major operating risks, though it is precisely these sources that can lead to substantial cuts in CO2 emissions. If the heat can be directly utilised, however, the risks are limited. This was the main reason for officials to reverse the order of the &amp;lsquo;chicken and the egg&amp;rsquo;: while in the past the main emphasis was on getting these large-scale heat sources up and running (as in the case of industrial waste heat and deep geothermal, for example), the aim now is to first generate substantial demand for heat before exploiting the sources in question. Given the cited advantages, it is important to create support for a public heat grid in the Municipal District. This brief report sets out a provisional operating strategy for developing a public heat grid as well as a concrete administrative road map for achieving this aim. Key initial steps in this process are to establish a &amp;lsquo;Steering Party on Heat Utilisation in Haaglanden&amp;rsquo; and draw up a so-called &amp;lsquo;Heat Contract&amp;rsquo; in which local authorities commit themselves to developing a regional grid. ]]></description>
			<pubDate>Tue, 24 Mar 2009 11:14:20 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Comparison of Ecomel packagings]]></title>
			<link>http://www.ce.nl/publicatie/comparison_of_ecomel_packagings/917</link>
			<guid>http://www.ce.nl/publicatie/comparison_of_ecomel_packagings/917</guid>
			<description><![CDATA[In environmental analyses beverage cartons often score just as well as varieties of two-way packaging and sometimes even better. A simple comparison of a 1-litre beverage carton with a frequently returned 1-litre bottle made of PC or glass shows that in terms of climate impact the former performs best. In terms of energy consumption beverage cartons perform worse, however, although most of the energy is in the form of bio-energy (including feedstock). The report provides information on the issue, targeted at dairy consumers.]]></description>
			<pubDate>Tue, 31 Mar 2009 13:03:30 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Exploration of an improved methodology for the packaging tax]]></title>
			<link>http://www.ce.nl/publicatie/exploration_of_an_improved_methodology_for_the_packaging_tax/920</link>
			<guid>http://www.ce.nl/publicatie/exploration_of_an_improved_methodology_for_the_packaging_tax/920</guid>
			<description><![CDATA[The rates employed in the Dutch packaging tax, introduced in 2008, are based on the lifecycle CO2 emissions of the packaging in question. An earlier study had shown that 
CO2 emissions provide a good metric for the overall environmental impact of packaging. The CO2 indices were calculated for the Environment ministry by CE Delft in 2007 in dialogue with the industry. During that study it emerged that particularly with &amp;lsquo;biomaterials&amp;rsquo; like paper and bioplastics, CO2 emissions no longer provide a full approximation of overall environmental performance. Land use and efficient use of biomass also merit inclusion in the methodology.

In the present study CE Delft elaborates and assesses six ways of improving the methodology. These were all discussed extensively with a scientific panel (CML, Ecofys, UU, WUR and CE Delft). The panel came to the unanimous conclusion that a calculation based on greenhouse gas emissions and total energy consumption (fossil and non-fossil) would provide a better as well more practical metric for setting packaging tax rates from 2010 onwards. At the end of 2008 the Environment ministry sent this brief report to Parliament, with a formal proposal to adopt this recommendation.&amp;nbsp;&amp;nbsp; ]]></description>
			<pubDate>Tue, 14 Jul 2009 13:30:43 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Peer review of LEI report on phasing out mink farming]]></title>
			<link>http://www.ce.nl/publicatie/peer_review_of_lei_report_on_phasing_out_mink_farming/919</link>
			<guid>http://www.ce.nl/publicatie/peer_review_of_lei_report_on_phasing_out_mink_farming/919</guid>
			<description><![CDATA[
At the request of the Minister of Agriculture, Nature and Food Quality the Netherlands Agronomic Institute (LEI) estimated the financial compensation that would have to be given to the sector if a ban on mink farming were to be introduced. This calculation was included in the report 'Sanering nertsenhouderij in Nederland: een actualisatie', which provides an update of the situation in the Netherlands (LEI, 2008). In this report LEI calculates the total financial damage as the sum of loss of financial assets, loss of income and demolition costs under two policy scenarios: an outright ban and a gradual phase-out of the sector within ten to fifteen years. The anti-fur campaigning group Bont voor Dieren asked CE Delft to carry out a peer review of the main elements of the LEI report.
CE Delft concludes that under both scenarios LEI overestimates the funds required to compensate the sector for the damage that would result from discontinuation of mink farming.
In the &amp;lsquo;outright ban&amp;rsquo; scenario our cost estimate is at least 23% lower than that of LEI: 490.8 million Euro compared with 638.5 million. This difference is due mainly to LEI ignoring the opportunity costs of labour, having the government unjustly pay a certain amount of compensation for entrepreneurial risk and overestimating capital destruction and demolition costs. The recalculated figure of 490.8 million Euro in damages should even be seen as a maximum, i.e. &amp;lsquo;worst case&amp;rsquo; scenario. There are a number of other crucial parameters involved which we suspect have been overestimated by LEI. However, as we have no access to the microdata in question (from LEI), we have no way of presenting reliable alternative figures. A sensitivity analysis indicates that if a 10% decrease in the price of mink fur is assumed and a 50% decrease in the current book value of assets, the required compensation would be 373 million Euro.
In the &amp;lsquo;gradual phase-out&amp;rsquo; scenario the differences between the two sets of calculations are particularly pronounced. For phase-out periods of ten and fifteen years, LEI calculates respective figures of 535.6 and 508.4 million Euro for damage compensation. In our calculations these figures come to only 16.5 and 5.6 million Euro. This difference is due mainly to LEI making the in our view inappropriate assumption of there being loss of income and capital that requires compensation. In reality, though, the entrepreneurs in question will have plenty of time to gear up to the approaching phase-out, i.e. switch to other activities or another job and cancel investments that would not be recuperated within the transition period (with the exception of the animal welfare investments required by law). If so desired, the government might provide a retraining and/or investment subsidy to support the entrepreneurs in this process.
]]></description>
			<pubDate>Thu, 16 Jul 2009 10:38:16 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[The external costs of nucleair power]]></title>
			<link>http://www.ce.nl/publicatie/the_external_costs_of_nucleair_power/894</link>
			<guid>http://www.ce.nl/publicatie/the_external_costs_of_nucleair_power/894</guid>
			<description><![CDATA[Under current international agreements, operators of nuclear power plants are obliged to take out damage insurance for at least 700 million Euro. This sum pales into insignificance against the potential damage resulting from a major nuclear accident, however. In the event of a full-blown disaster the damage will consequently be borne almost entirely by society at large and there will thus be external costs. The external costs of risks are determined by the expected levels of risk and of risk aversion. If risk aversion is not included, the external costs of a nuclear power plant due to uninsured risks are limited (several million Euro per annum). Factoring in risk aversion can make the external costs dozens of times higher, however. Unfortunately, there is still very little knowledge about the actual values of risk aversion. This study calculates the theoretical effects of varying degrees of risk aversion on the level of external costs.]]></description>
			<pubDate>Tue, 24 Mar 2009 10:44:19 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[EPL Monitor 2008]]></title>
			<link>http://www.ce.nl/publicatie/epl_monitor_2008/952</link>
			<guid>http://www.ce.nl/publicatie/epl_monitor_2008/952</guid>
			<description><![CDATA[EPL, the Dutch acronym for Housing Estate Energy Performance, is a measure of the total CO2 emissions associated with such an estate. Since 1999 the so-called &amp;lsquo;EPL monitor&amp;rsquo; has been recalibrated at regular intervals for both newbuild estates and renovation projects and in 2008 this exercise was again performed. All in all, the EPL of over 80 newbuild estates and around 50 renovation projects was determined. By means of a written questionnaire it was also investigated what role the regional approach developed by SenterNovem has played in energy-saving on estates over and above the legal obligation. The respondents were satisfied about this support, stating that this approach has often contributed to additional energy savings.]]></description>
			<pubDate>Wed, 16 Feb 2011 15:05:59 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[EPL Monitor 2008]]></title>
			<link>http://www.ce.nl/publicatie/epl_monitor_2008/951</link>
			<guid>http://www.ce.nl/publicatie/epl_monitor_2008/951</guid>
			<description><![CDATA[EPL, the Dutch acronym for Housing Estate Energy Performance, is a measure of the total CO2 emissions associated with such an estate. Since 1999 the so-called &amp;lsquo;EPL monitor&amp;rsquo; has been recalibrated at regular intervals for both newbuild estates and renovation projects and in 2008 this exercise was again performed. All in all, the EPL of over 80 newbuild estates and around 50 renovation projects was determined. By means of a written questionnaire it was also investigated what role the regional approach developed by SenterNovem has played in energy-saving on estates over and above the legal obligation. The respondents were satisfied about this support, stating that this approach has often contributed to additional energy savings.
]]></description>
			<pubDate>Thu, 27 Aug 2009 16:35:48 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Additional research on sustainability aspects of pipelines]]></title>
			<link>http://www.ce.nl/publicatie/additional_research_on_sustainability_aspects_of_pipelines/957</link>
			<guid>http://www.ce.nl/publicatie/additional_research_on_sustainability_aspects_of_pipelines/957</guid>
			<description><![CDATA[In its &amp;lsquo;Structural vision on pipelines&amp;rsquo; the Dutch government sets out its ideas on policy-making concerning pipelines and the preferred role of government in this area. One of the aspects involved is the sustainability of pipeline transport.

This study examines the overall costs and benefits of pipelines, by calculating their economic and social costs and benefits. The study comprises two parts: an assessment of four pipeline projects that either just went ahead or just failed to do so; and a limited social cost-benefit analysis (SCBA) of the case of LPG transport from Vlissingen (Flushing) to Kijfhoek. 

The direct costs of constructing an LPG pipeline are so much higher than the alternative costs of rail transport that they are unlikely to be shouldered by a private party. In many cases this does not mean the government should support funding, however. In the case of LPG there are clear benefits to be expected for society as a whole, in the form of reduced &amp;lsquo;risk contours&amp;rsquo; along transport routes. In the majority of cases this seems unlikely to be the case, though. The situation may possibly differ for future transport of hydrogen, but there are not many other commodities for which this is likely.]]></description>
			<pubDate>Fri, 28 Aug 2009 10:12:22 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Study Visit Oxy Fuel Power Plant Vattenfall]]></title>
			<link>http://www.ce.nl/publicatie/study_visit_oxy_fuel_power_plant_vattenfall/923</link>
			<guid>http://www.ce.nl/publicatie/study_visit_oxy_fuel_power_plant_vattenfall/923</guid>
			<description><![CDATA[CE Delft recently organised a study trip to a German pilot plant for CO2 storage being rolled out by the international energy company Vattenfall. This 30 MW demo power plant based on oxy fuel technology is one of the first power plants equipped with capture of CO2. The twenty participants from industry, government and research institutions were keen to learn more about the technology.

This study visit made clear that the oxy fuel technology has as main advantages:
&amp;middot;&amp;nbsp;&amp;nbsp;&amp;nbsp; Low rest-emissions of CO2; almost 100% capture possible.
&amp;middot;&amp;nbsp;&amp;nbsp;&amp;nbsp; Emissions of NOx, SO2 and particulate matter can be almost neglible. 
&amp;middot;&amp;nbsp;&amp;nbsp;&amp;nbsp; Technology fits well with existing technology on modern &amp;lsquo;conventional&amp;rsquo;, making it possible to scale up soon.

Vattenfall foresees scaling up the technology to 250 MW in 2015 and 1,000 MW in 2020. By 2030 the target is a net cost of &amp;euro; 20/ton CO2 avoided. In return, the delegation informed Vattenfall about the LNG Oxy Fuel concept and ongoing developments in the ports of Rotterdam and Eemshaven. CE Delft has prepared a report on the trip. 

The study trip was organised by CE Delft at the request of Deltalinqs, the association of industries operating at Rotterdam port. ]]></description>
			<pubDate>Wed, 01 Apr 2009 12:05:28 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Examples of climate laws]]></title>
			<link>http://www.ce.nl/publicatie/examples_of_climate_laws/914</link>
			<guid>http://www.ce.nl/publicatie/examples_of_climate_laws/914</guid>
			<description><![CDATA[November 2008 saw introduction of the Climate Change Bill in England. In legal terms this kind of climate legislation is more powerful than current Dutch climate policy, as it obliges successive governments to draw up policy plans based on the recommendations of an independent organisation (in England the Committee on Climate Change). In this way greater political scope is created for implementing (sometimes unpopular) measures to address climate change. These are the conclusions of a recent CE study carried out for Milieudefensie, the Dutch branch of Friends of the Earth International.
In other countries, too, there are &amp;lsquo;positive&amp;rsquo; examples of climate legislation to be found. In Germany, for example, the law on feed-in tariffs has given a major impulse to renewably generated electricity. In the Netherlands a feed-in subsidy is used that is paid for out of the national budget, without the &amp;lsquo;polluter pays&amp;rsquo; principle being applied. In Germany, moreover, grid operators are obliged to buy renewable energy as a priority. Since introduction in 2000, the share of renewables in the German electricity mix has doubled.]]></description>
			<pubDate>Fri, 27 Mar 2009 16:14:31 +0100</pubDate>
			<category>Algemeen</category>
		</item>
		
		        
		<item>
			<title><![CDATA[Examples of climate laws. The UK Climate Change Bill]]></title>
			<link>http://www.ce.nl/publicatie/examples_of_climate_laws._the_uk_climate_change_bill/913</link>
			<guid>http://www.ce.nl/publicatie/examples_of_climate_laws._the_uk_climate_change_bill/913</guid>
			<description><![CDATA[November 2008 saw introduction of the Climate Change Bill in England. In legal terms this kind of climate legislation is more powerful than current Dutch climate policy, as it obliges successive governments to draw up policy plans based on the recommendations of an independent organisation (in England the Committee on Climate Change). In this way greater political scope is created for implementing (sometimes unpopular) measures to address climate change. These are the conclusions of a recent CE study carried out for Milieudefensie, the Dutch branch of Friends of the Earth International.
In other countries, too, there are &amp;lsquo;positive&amp;rsquo; examples of climate legislation to be found. In Germany, for example, the law on feed-in tariffs has given a major impulse to renewably generated electricity. In the Netherlands a feed-in subsidy is used that is paid for out of the national budget, without the &amp;lsquo;polluter pays&amp;rsquo; principle being applied. In Germany, moreover, grid operators are obliged to buy renewable energy as a priority. Since introduction in 2000, the share of renewables in the German electricity mix has doubled.]]></description>
			<pubDate>Thu, 16 Apr 2009 11:31:36 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Economic instruments for biodiversity]]></title>
			<link>http://www.ce.nl/publicatie/economic_instruments_for_biodiversity/883</link>
			<guid>http://www.ce.nl/publicatie/economic_instruments_for_biodiversity/883</guid>
			<description><![CDATA[Over the years, biodiversity worldwide has been rapidly declining. Without new policies, we risk irreversibly damaging the natural resource base necessary to support economic growth and well-being. What European policies are needed to address the growing European footprint? How can European Member states best work together to tackle these challenges? 

One promising policy option is to set up an European Biodiversity Trading System (EU BTS). This would imply that high-impact land use change activities are &amp;lsquo;taxed&amp;rsquo; for their development activities through a requirement to compensate for all unavoidable impacts on biodiversity. Companies or sectors under the trading system need to buy biodiversity debits to cover their ecological footprint, which is determined by the quantity and quality of their land utilization. In this way, revenues are collected to finance biodiversity offsets. These offsets are supplied by (developing) counties that undertake additional efforts to preserve their valuable and threatened ecosystems.

This research report provides an analysis of some crucial policy options regarding biodiversity trade mechanisms on the European level. It is commissioned by the Dutch Ministry of Housing, Spatial Planning and Environment.]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[External costs of coal]]></title>
			<link>http://www.ce.nl/publicatie/external_costs_of_coal/878</link>
			<guid>http://www.ce.nl/publicatie/external_costs_of_coal/878</guid>
			<description><![CDATA[The report estimates the global annual value of external costs related to coal combustion and mining. Three types of factors have been examined: costs for the society attributable to climate change, human health impacts that result from air pollution and fatalities due to major accidents resulting from mining. Selection of countries included in calculations is based on global ranking of CO2 emissions. Over 90% of global emissions have been taken into account in calculations. The rates of damages per tonne of pollutants which have been used in calculations are based on the results of the NEEDS project (from the ExternE series). Combining all damages, we arrive at a total annual damage figure of approximately 357 billion Euro in the year 2007. This estimate is conservative, as not all emissions have been covered and not all possible damages have been valued. The highest damages can be attributed to coal combustion - about 99% of the total value. The largest contribution is due to SO2 emissions, with 38%. The contribution of CO2 is similar - about 37%, NOx contributes 14% and fine particles 11%. The report has been prepared for Greenpeace International. Greenpeace has used its findings in launching a global campaign against excessive use of coal for power production, in order to raise global awareness about damages related to coal in different stages of its production and use.]]></description>
			<pubDate>Thu, 16 Apr 2009 11:12:56 +0200</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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		<item>
			<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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		<item>
			<title><![CDATA[Transition strategy for electricity heat]]></title>
			<link>http://www.ce.nl/publicatie/transition_strategy_for_electricity_heat/897</link>
			<guid>http://www.ce.nl/publicatie/transition_strategy_for_electricity_heat/897</guid>
			<description><![CDATA[The Regieorgaan Energietransitie, the body responsible for coordinating a move to greener energy systems in the Netherlands, has drawn up a strategy for making the production of electricity and heat/cold more sustainable. The strategy comprises the following elements:

    maximum energy conservation
    priority for renewable capacity and energy-efficient cogeneration
    consequently, less scope for new &amp;lsquo;must-run&amp;rsquo;, baseload capacity&amp;hellip;
    &amp;hellip;along with greater need for flexible, &amp;lsquo;quick-fire&amp;rsquo; gas-fired capacity
    initially &amp;lsquo;gas&amp;rsquo; can be natural gas, but with growing use of coal gas and biogas with time.

For this study, in which CE Delft teamed up with Jan Paul van Soest&amp;rsquo;s Sustainability Consulting this strategy was further underpinned and its robustness assessed in a series of computer simulations at Delft Technological University. These calculations show that in the generating system operated in north-west Europe &amp;lsquo;must-run&amp;rsquo; capacity&amp;nbsp; and renewable capacity are at odds with one another. If the Dutch government&amp;rsquo;s major policy programme &amp;lsquo;Clean and Efficient&amp;rsquo; is implemented as planned, there will be very little scope for (new) baseload capacity. One good way of integrating the fluctuating supply of renewable energy (particularly wind) into the system is to use &amp;lsquo;quick-fire&amp;rsquo; generating capacity burning gas. In the relatively short term (by around 2020-2025) this is the only realistic route for integrating wind power.


]]></description>
			<pubDate>Wed, 30 Mar 2011 10:43:26 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<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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		<item>
			<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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		<item>
			<title><![CDATA[The infrastructure costs associated with road haulage]]></title>
			<link>http://www.ce.nl/publicatie/the_infrastructure_costs_associated_with_road_haulage/903</link>
			<guid>http://www.ce.nl/publicatie/the_infrastructure_costs_associated_with_road_haulage/903</guid>
			<description><![CDATA[At the request of the Dutch Ministry of Transport, Public Works and Water Management, CE Delft has assessed the costs of road infrastructure in the Netherlands. The main focus was on the proportion of these costs to be attributed to road haulage, i.e. heavy goods vehicles. To this end the costs of infrastructure build as well as administration and maintenance were reviewed for the year 2006, making a distinction between the arterial road grid and secondary roads inside and outside built-up areas.
&amp;nbsp;
This report describes the methodology used and the findings on the infrastructure costs attributable to freight haulage. The study builds on earlier studies on the issue, specifically the joint CE &amp;amp; VU study Prijs van een Reis (&amp;lsquo;The Price of a Journey&amp;rsquo;) and research carried out under an interdepartmental policy studies programme on freight transport charges. In line with the results of these earlier studies, this report concludes that the infrastructure costs associated with road haulage are considerably higher per vehicle-kilometre than in the case of passenger cars. The methodology and findings of the study were compared with the German calculations used as a basis for the Maut charging scheme employed in Germany and with earlier studies on the Dutch situation. A sensitivity analysis was also carried out on the main methodological choices.]]></description>
			<pubDate>Fri, 04 Dec 2009 10:17:52 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Energy performance requirements for existing homes]]></title>
			<link>http://www.ce.nl/publicatie/energy_performance_requirements_for_existing_homes/889</link>
			<guid>http://www.ce.nl/publicatie/energy_performance_requirements_for_existing_homes/889</guid>
			<description><![CDATA[


 One of the main goals of the Dutch Energy Transition Platform for the Built Environment (PeGO) is to achieve a 30 percent reduction in energy consumption in the built environment by 2020. As part of these efforts the platform is keen to explore the scope for including a general energy performance requirement in the Building Decree, applicable to all existing dwellings. In the &amp;lsquo;Clean and Efficient&amp;rsquo; programme - in which the sitting government describes how it intends to secure its climate policy targets - this is also cited as a policy option.

This led to an exploratory study on acceptable and affordable energy performance requirements for this sector and an indication of the potential reduction in CO2 emissions that can thus be achieved. In this study an energy-saving measure is deemed affordable if the investment is recuperated within the technical lifetime. Most dwellings rented by housing co-ops and other such organisations can achieve a &amp;lsquo;B&amp;rsquo; label by means of cost-effective investments. This would yield roughly 2.4 of the envisaged 2.6 Mt CO2 reduction and would consequently make a sizeable contribution to the climate targets for the built environment in 2020. In the case of private ownership, a &amp;lsquo;B&amp;rsquo; label can only be cost-effectively achieved for about 15% of dwelling types. This is around 22% of the total private housing stock as of the year 2000. Compared with housing co-ops, private owners have less scope for implementing energy-saving measures across an entire complex of buildings, leading to higher costs. If a &amp;lsquo;B&amp;rsquo; label is indeed attainable in these 22% of dwellings, a CO2 reduction of around 1.5 Mt is feasible. As about 79% of the housing stock currently scores worse than a &amp;lsquo;C&amp;rsquo; label, it is quite probable that making a &amp;lsquo;C&amp;rsquo; label mandatory would also lead to interesting CO2 reductions. Subsequently, though, it would be relatively expensive to achieve an &amp;lsquo;A&amp;rsquo; or &amp;lsquo;B &amp;lsquo; label.&amp;nbsp; 
One&iuml;&iquest;&frac12; of OnOne of the main goals of the Dutch Energy Transition Platform for the Built Environment (PeGO) is to achieve a 30 percent reduction in energy consumption in the built environment by 2020. As part of these efforts the platform is keen to explore the scope for including a general energy performance requirement in the Building Decree, applicable to all existing dwellings. In the &iuml;&iquest;&frac12;Clean and Efficient&iuml;&iquest;&frac12; programme - in which the sitting government describes how it intends to secure its climate policy targets - this is also cited as a policy option.This led to an exploratory study on acceptable and affordable energy performance requirements for this sector and an indication of the potential reduction in CO2 emissions that can thus be achieved. In this study an energy-saving measure is deemed affordable if the investment is recuperated within the technical lifetime. Most dwellings rented by housing co-ops and other such organisations can achieve a &iuml;&iquest;&frac12;B&iuml;&iquest;&frac12; label by means of cost-effective investments. This would yield roughly 2.4 of the envisaged 2.6 Mt CO2 reduction and would consequently make a sizeable contribution to the climate targets for the built environment in 2020. In the case of private ownership, a &iuml;&iquest;&frac12;B&iuml;&iquest;&frac12; label can only be cost-effectively achieved for about 15% of dwelling types. This is around 22% of the total private housing stock as of the year 2000. Compared with housing co-ops, private owners have less scope for implementing energy-saving measures across an entire complex of buildings, leading to higher costs. If a &iuml;&iquest;&frac12;B&iuml;&iquest;&frac12; label is indeed attainable in these 22% of dwellings, a CO2 reduction of around 1.5 Mt is feasible. As about 79% of the housing stock currently scores worse than a &iuml;&iquest;&frac12;C&iuml;&iquest;&frac12; label, it is quite probable that making a &iuml;&iquest;&frac12;C&iuml;&iquest;&frac12; label mandatory would also lead to interesting CO2 reductions. Subsequently, though, it would be relatively expensive to achieve an &iuml;&iquest;&frac12;A&iuml;&iquest;&frac12; or &iuml;&iquest;&frac12;B &iuml;&iquest;&frac12; label. One of the main goals of the Dutch Energy Transition Platform for the Built Environment (PeGO) is to achieve a 30 percent reduction in energy consumption in the built environment by 2020. As part of these efforts the platform is keen to explore the scope for including a general energy performance requirement in the Building Decree, applicable to all existing dwellings. In the &iuml;&iquest;&frac12;Clean and Efficient&iuml;&iquest;&frac12; programme - in which the sitting government describes how it intends to secure its climate policy targets - this is also cited as a policy option.This led to an exploratory study on acceptable and affordable energy performance requirements for this sector and an indication of the potential reduction in CO2 emissions that can thus be achieved. In this study an energy-saving measure is deemed affordable if the investment is recuperated within the technical lifetime. Most dwellings rented by housing co-ops and other such organisations can achieve a &iuml;&iquest;&frac12;B&iuml;&iquest;&frac12; label by means of cost-effective investments. This would yield roughly 2.4 of the envisaged 2.6 Mt CO2 reduction and would consequently make a sizeable contribution to the climate targets for the built environment in 2020. In the case of private ownership, a &iuml;&iquest;&frac12;B&iuml;&iquest;&frac12; label can only be cost-effectively achieved for about 15% of dwelling types. This is around 22% of the total private housing stock as of the year 2000. Compared with housing co-ops, private owners have less scope for implementing energy-saving measures across an entire complex of buildings, leading to higher costs. If a &iuml;&iquest;&frac12;B&iuml;&iquest;&frac12; label is indeed attainable in these 22% of dwellings, a CO2 reduction of around 1.5 Mt is feasible. As about 79% of the housing stock currently scores worse than a &iuml;&iquest;&frac12;C&iuml;&iquest;&frac12; label, it is quite probable that making a &iuml;&iquest;&frac12;C&iuml;&iquest;&frac12; label mandatory would also lead to interesting CO2 reductions. Subsequently, though, it would be relatively expensive to achieve an &iuml;&iquest;&frac12;A&iuml;&iquest;&frac12; or &iuml;&iquest;&frac12;B &iuml;&iquest;&frac12; label.&iuml;&iquest;&frac12;      


]]></description>
			<pubDate>Tue, 08 Mar 2011 11:40:05 +0100</pubDate>
			<category>Algemeen</category>
		</item>
		
		        
		<item>
			<title><![CDATA[Adaptation and mitigation: their relationship in the built environment]]></title>
			<link>http://www.ce.nl/publicatie/adaptation_and_mitigation%3A_their_relationship_in_the_built_environment/899</link>
			<guid>http://www.ce.nl/publicatie/adaptation_and_mitigation%3A_their_relationship_in_the_built_environment/899</guid>
			<description><![CDATA[As the climate changes the Netherlands will be confronted with more frequent heat waves, extreme rainfall and drought. There will also be an increased risk of flooding. The country will have to adapt to the new conditions brought about by climate change (adaptation) while at the same time making efforts to prevent such change (mitigation). But what is the precise relationship between adaptation and mitigation? This report looks into the situation with respect to the built environment. 

The analysis presented in this study shows there are numerous adaptation measures at the level of individual buildings that have a positive impact on mitigation and vice versa. In other words, there is often synergy. There are also plenty of mitigation measures with a neutral effect on adaptation and vice versa. There are only a few adaptation measures with a negative impact on mitigation, the use of fans and air conditioning systems being the most important. Active cooling of dwelling interiors requires energy, leading to CO2 emissions, unless sustainably generated cold (or energy) is used for the purpose. Stakeholders (housing co-ops, architects, developers, councils, etc.) are still very much unaware of the coming shift in domestic energy demand from the winter to summer as average temperatures in the Netherlands rise. Information campaigns could be used to raise the awareness of the groups in question. By applying &amp;lsquo;passive cooling&amp;rsquo; principles (suitable use of shade, south-facing buildings and efficient options for night-time ventilation) homes can be kept comfortable for many years to come. Another key issue is to give due prominence in the Energy Performance Standards for Buildings (EPG) to the amount of energy used in homes for active cooling.]]></description>
			<pubDate>Fri, 04 Dec 2009 10:20:06 +0100</pubDate>
			<category>Algemeen</category>
		</item>
		
		        
		<item>
			<title><![CDATA[Environmental and cost impacts of environmental zoning for cars]]></title>
			<link>http://www.ce.nl/publicatie/environmental_and_cost_impacts_of_environmental_zoning_for_cars/862</link>
			<guid>http://www.ce.nl/publicatie/environmental_and_cost_impacts_of_environmental_zoning_for_cars/862</guid>
			<description><![CDATA[Many Dutch towns and cities are grappling with recurrent breaches of air quality standards. One of the options available to local authorities to address these issues is to introduce environmental zoning for private cars, with especially polluting vehicles being banned from a particular area. In this joint study by Goudappel Coffeng and CE Delft, the costs and benefits of this kind of 
environmental zoning scheme for cars are calculated. The study was commissioned by the national Information and Technology Centre for Transport and Infrastructure, CROW, under the SOLVE programme, and by the environment ministry, VROM. 

The first step of the study was to estimate how owners of ‘excluded’ cars would respond to environmental zoning. On this basis the costs to private citizens and the local authority were then estimated. Using traffic models, effects on air quality were then determined. The study shows that environmental zoning for this category of vehicles can be an effective means of improving urban air quality. How effective, depends on the admission criteria employed: the more stringent these are, the greater will be the impact. The costs to citizens will then also rise considerably, however. 
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[A sustainable dairy sector]]></title>
			<link>http://www.ce.nl/publicatie/a_sustainable_dairy_sector/850</link>
			<guid>http://www.ce.nl/publicatie/a_sustainable_dairy_sector/850</guid>
			<description><![CDATA[The report examines &amp;lsquo;facts and figures&amp;rsquo; concerning climate impacts in the dairy sector. Recent studies point to the relatively large share of meat and dairy products in the total environmental impact of our consumption. The context for dairy as a separate sector is provided by this report. One of the main conclusions of the report is that dairy livestock emissions contribute 1.2% to the total global greenhouse gas emissions.   Methane is the major contributor and while on-farm methane emissions have decreased in Annex-I countries, the share of dairy remains relatively stable as other sectors also reduced emissions. Next to these on-farm dairy emissions, global cradle-to-farm-gate emissions are estimated. Cradle-to-farm gate emissions are 0.8-1.4 kg CO2-eq. per kg milk and in total contribute 3% to total global climate emissions. Enteric fermentation is the main source of climate impact over the life cycle, but reducing these emissions may lead to trade offs if emissions in the production of feed increase. For a better understanding of such life-cycle effects, a more consistent life cycle assessment practice for dairy systems is necessary. Finally, post-farm emissions add 10-20% to cradle-to-farm gate emissions, partly due to product losses and cooled storage in the house. Therefore, consumer options may be effective in lowering climate impacts in the dairy life cycle.]]></description>
			<pubDate>Thu, 16 Apr 2009 11:29:08 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Vision on achieving a major share of renewables]]></title>
			<link>http://www.ce.nl/publicatie/vision_on_achieving_a_major_share_of_renewables/892</link>
			<guid>http://www.ce.nl/publicatie/vision_on_achieving_a_major_share_of_renewables/892</guid>
			<description><![CDATA[This report contains the joint recommendations of environmental NGOs, trades unions and energy companies for a future stimulus package for renewable electricity. What all these parties would like to see is a major role for renewable power by the year 2020. The recommendations have been underwritten by the Netherlands Society for Nature and Environment (Stichting Natuur and Milieu), Energy Ned, Nuon, Esent, Eneco, Greenchoice, Greenpeace, the Dutch umbrella organisation on renewable energy and the trades union ABVAKABO FNV, and were facilitated by CE Delft. The resultant document represents a bridge between Green4sure &amp;ndash; the energy plan put forward by the environmental NGOs and trades unions &amp;ndash; and the Energy Agenda 2030 proposed by the energy sector.

The parties argue for a stable set of market instruments to structurally bridge the gap in cost price between renewable and conventional electricity. In 2020 renewable technologies will still be more expensive than their conventional counterparts. Although the current &amp;lsquo;SDE&amp;rsquo; scheme forms a good policy tool for bridging this cost-price differential (the so-called &amp;lsquo;inefficient top&amp;rsquo;) in the coming years, it needs to be improved in two important ways. In the first place it is essential that long-term political commitment be formally laid down for the investments associated with securing the targets. The second area requiring improvement according to the parties is that the funding mechanism for the SDE should be via the electricity price rather than coming from the national budget. 

To stimulate renewable energy production from 2015 onwards, the organisations argue for introduction of an EU-wide commitment by a &amp;lsquo;frontrunner group&amp;rsquo;, possibly including the UK, Poland, Sweden and Belgium. The aim of such a move would be to introduce an &amp;lsquo;escalator&amp;rsquo; under which member states are obliged to annually increase the share of renewables used in meeting national electricity demand. Such a scheme would be tied to a number of solid conditions, including a well-functioning system of &amp;lsquo;green certificates&amp;rsquo; for use among participating countries.]]></description>
			<pubDate>Tue, 24 Mar 2009 10:22:10 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Calculating greenhouse gas emissions of EU biofuels]]></title>
			<link>http://www.ce.nl/publicatie/calculating_greenhouse_gas_emissions_of_eu_biofuels/847</link>
			<guid>http://www.ce.nl/publicatie/calculating_greenhouse_gas_emissions_of_eu_biofuels/847</guid>
			<description><![CDATA[Early 2008, the European Commission published a proposal on renewable energy that included a biofuel target for 2020 and a methodology with which the sustainability of biofuels can be monitored - including a calculation methodology for determining net GHG emissions. Greenpeace requested CE Delft to draft a report that analyses the GHG methodology proposed by the EC and proposes potential improvements.   We conclude that the GHG emission calculation methodology as proposed is more the start of the development of a methodology than a mature methodology. &amp;bull; Default values required for application as a tool are lacking; &amp;bull; Calculation methodologies for important GHG emission contributions such as N2O emissions and soil organic carbon stock changes are not specified; &amp;bull; Indirect land use change and several other items included in IPCC methodology are lacking in the EU proposal.  We furthermore conclude that a generic and relatively simple GHG emission calculation tool will probably always be too crude an instrument to produce a reasonably accurate estimation of GHG emissions. Alternative policy options ensuring GHG emissions are not underestimated could be:  &amp;bull; A &amp;lsquo;no regret&amp;rsquo; short list with respect to cultivation site, utilizable crops, cultivation practice, conversion technology, etc. &amp;bull; A GHG calculation tool with a conservative approach to include intricately determinable emissions, such as indirect land use change.]]></description>
			<pubDate>Thu, 16 Apr 2009 11:28:15 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Competitiveness issues for Dutch aviation from EU ETS]]></title>
			<link>http://www.ce.nl/publicatie/competitiveness_issues_for_dutch_aviation_from_eu_ets/926</link>
			<guid>http://www.ce.nl/publicatie/competitiveness_issues_for_dutch_aviation_from_eu_ets/926</guid>
			<description><![CDATA[This report analyses the impact of aviation&amp;rsquo;s inclusion in the EU ETS on the competitiveness of EU airlines. It specifically addresses the risk of carbon leakage due to auctioning of allowances. 

The main findings are:

    Airlines are unlikely to reap windfall profits from the inclusion in the EU ETS.
    All airlines are likely to be able to pass on the costs associated with emissions trading to their customers in most markets.
    Consequently, the competitiveness of EU airlines is unlikely to change in these markets.
    However, on long haul routes where an alternative routing via a non-EU hub exists, not all the costs may be passed through.
    Consequently, on these markets EU airlines may see their competitiveness deteriorate as levels of auctioning or allowances prices increase.
    For Dutch aviation, the cost price increase of full auctioning is 2.5%.
    At least 80% of this increase can be passed through to consumers. 
    
]]></description>
			<pubDate>Tue, 07 Apr 2009 16:06:57 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<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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		<item>
			<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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		<item>
			<title><![CDATA[Left on High Seas]]></title>
			<link>http://www.ce.nl/publicatie/left_on_high_seas/846</link>
			<guid>http://www.ce.nl/publicatie/left_on_high_seas/846</guid>
			<description><![CDATA[The inclusion of international aviation and shipping emissions in a global climate policy framework has proved to be a difficult issue. Notwithstanding discussing the subject for over a decade, Annex I countries have not been successful in limiting or reducing greenhouse gas emissions from international transport.   As the IMO is considering greenhouse gas mitigation options and simultaneously the UNFCCC is engaging in several processes to define long-term cooperative action for all and further commitments for Annex I parties, the issue of bunker fuels is again attracting attention. This paper sets out to identify the conditions for progress on this issue. It also evaluates two basic architectures for climate policy for shipping and broaldy assesses the impacts for developing countries.  The report shows that climate policy for international transport can be organised in two ways, either in the UNFCCC or in IMO and ICAO. In the former case, responsibilities for emissions have to be differentiated according to the route of vessels. In the latter case, revenues of financial instruments could be used to fund adaptation in developing countries. The report shows that in either case, economic impacts on developing countries would be modest if the policies were properly designed.]]></description>
			<pubDate>Thu, 16 Apr 2009 11:07:36 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Perception and SCBA in noise policy]]></title>
			<link>http://www.ce.nl/publicatie/perception_and_scba_in_noise_policy/865</link>
			<guid>http://www.ce.nl/publicatie/perception_and_scba_in_noise_policy/865</guid>
			<description><![CDATA[The Dutch ministry of Transport, Public Works and Water Management is drawing up new regulations intended to afford citizens better protection from traffic noise. To prevent any further increase in noise nuisance, so-called &iuml;&iquest;&frac12;noise production ceilings&iuml;&iquest;&frac12; are to be introduced, the aim of which is to ensure that the amount of noise generated does not just go on increasing, due to autonomous traffic growth, among other things. In addition, the ministry is about to embark on a major &iuml;&iquest;&frac12;clean-up&iuml;&iquest;&frac12; operation to address the worst sources of noise pollution.   Against the background of this intensification of policy, the ministry commissioned CE Delft to investigate whether the envisaged policy strategy to address the noise issue is optimal from the perspective of both noise nuisance perception and cost-benefit considerations.   Based on the results we can conclude, on the one hand, that the proposed policy is robust and economically sound and that from the perception angle it is an im-provement on the old policy. On the other hand, though, we advocate extending its scope to include several other issues, including greater potential for public par-ticipation and similar policy focus and elaboration with respect to noise caused by inner-city traffic.]]></description>
			<pubDate>Tue, 08 Mar 2011 11:45:27 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Recommendations on CO2 abatement policy in Rotterdam Municipal District  ]]></title>
			<link>http://www.ce.nl/publicatie/recommendations_on_co2_abatement_policy_in_rotterdam_municipal_district__/950</link>
			<guid>http://www.ce.nl/publicatie/recommendations_on_co2_abatement_policy_in_rotterdam_municipal_district__/950</guid>
			<description><![CDATA[Rotterdam Municipal District (RMD), comprising all the municipalities in the Rijnmond industrial zone, has pledged to cut its CO2 emissions by 40%. These aspirations emerged from an earlier project in which CE Delft set out the options available, working together with RMD, local councils and other stakeholders. These options have been translated into a Regional Climate agenda.

The main options are as follows:

    Implementation of an energy conservation programme for existing dwellings that ties in with the national programme &amp;lsquo;Doing more with less&amp;rsquo;.
    Tighter energy performance standards for new dwellings.
    Systematic environmental auditing of businesses and institutions for energy-saving policies and if necessary an obligation to implement them, combined with incentives.
    New businesses and institutions: energy efficiency as a condition for establishment in RMD.
    Greenhouse horticulture and offices: creation of a regional physical planning framework for underground storage of cold and heat.

It also emerged from the project that the collaboration under the umbrella of RMD can lead to synergies, by:

    Exchange of know-how and setting up pilot projects.
    Coming to collective arrangements with regional players like housing associations.
    Setting the same requirements on businesses seeking a location.
]]></description>
			<pubDate>Thu, 27 Aug 2009 15:55:38 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Social impact of air pollution reduction]]></title>
			<link>http://www.ce.nl/publicatie/social_impact_of_air_pollution_reduction/864</link>
			<guid>http://www.ce.nl/publicatie/social_impact_of_air_pollution_reduction/864</guid>
			<description><![CDATA[The NEC directive, an EU directive laying down emission ceilings for a range of air pollutants for all member states, is about to be amended. This report describes the results of a social cost-benefit analysis (SCBA) of possible new NEC targets for 2020, making due allowance for the impact of an intensification of Dutch climate policy on emissions of NEC pollutants. Policies already scheduled for implementation were included in a &iuml;&iquest;&frac12;zero variant&iuml;&iquest;&frac12;. The study is to serve as part of the input for establishing the Dutch position in negotiations within the EU on the level of the emission ceilings.   The net present value of all impacts to which a price was assigned amounts to around minus 1.7 billion Euro. In the &iuml;&iquest;&frac12;project variant&iuml;&iquest;&frac12; the net present value of the external effects was calculated as 5.2 billion Euro (with benefits to nature being taken along as an as yet unvalued item). The main factor on the benefit side was reduced mortality due to exposure to airborne particulates. This  involves both primary and secondary particles, implying that these benefits also depend on cuts in NH3, NOx and SO2 emissions.  Chronic bronchitis and days of illness (hours/days lost at work) due to exposure to particulates also play a significant role in the SCBA. The other effects contribute only marginally to the analysis results.  A comparison of the discounted costs with the benefits shows that a tightening of NEC targets is an efficient form of policy, with the benefits of 3.5 billion Euro clearly well in excess of the costs. This conclusion remains valid even if a lower value (than is customary) is assigned to the health effects of improved air quality. The benefits will be even greater (their monetary value will be even more positive) if impacts on nature and ecosystems are also included in the equation. In a tentative analysis we show that in this study benefits to nature may amount to as much as 20% of the health benefits.   The costs of tightening the NEC targets are borne by the various sectors, but appear to be affordable to society as a whole. Ultimately, most of the costs will be passed on to private citizens. The benefits of the NEC targets accrue to all citizens benefiting from cleaner air. In the Netherlands the benefits arise largely through measures to concurrently reduce the NH3 and primary particulate emissions of Dutch agriculture and measures taken in neighbouring countries to cut particulate emissions.]]></description>
			<pubDate>Tue, 08 Mar 2011 11:46:57 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<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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		<item>
			<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[Impacts on Competitiveness from EU ETS]]></title>
			<link>http://www.ce.nl/publicatie/impacts_on_competitiveness_from_eu_ets/835</link>
			<guid>http://www.ce.nl/publicatie/impacts_on_competitiveness_from_eu_ets/835</guid>
			<description><![CDATA[The EU emissions trading scheme (ETS) was launched in 2005 to cap CO2 emissions from large industrial facilities and electricity producers. The European Commission is currently designing the post 2012 EU ETS, as outlined in COM(2008)16. Novel to this system is that a greater part of the rights will be auctioned. Auctioning in general assures a greater deal of efficiency compared to (certain types of) free allocation, lowers the administrative costs and prevents eventual windfall profits.   However, auctioning also implies a potential loss of competitiveness for industry. If no international agreement on future climate policies is reached, firms may not be able to pass on the higher costs to their customers and may be faced with a loss in profitability and the threat of import substitution. In any emission trading scheme with an absolute cap, a relocation of production that is not covered by CO2 targets implies an increase in global CO2 emissions. This phenomenon has been labelled as &amp;lsquo;carbon leakage&amp;rsquo;. To prevent carbon leakage, the Commission has proposed to exempt exposed sectors from auctioning and allocating them rights freely on the basis of a benchmark. A severe loss of competitiveness is here the main criterion against which it is decided whether sectors will be subject to auctioning or free allocation.  This study has investigated which industrial sectors of the Dutch economy possibly face a loss of competitiveness from auctioning. The competitive position is determined by the combination of significant potential cost price increases and substantial imports and export flows to countries that have no comparable climate change policy. It appears that especially in the aluminium, fertilizer, iron and steel , inorganic and other base chemicals sectors relatively high cost price increases can be expected which may not be fully passed on to their customers. Profitability in these sectors may be reduced and the risk of carbon leakage increased.   However, in terms of impacts on the national economy (i.e. GDP) the effects are probably small. The direct costs of EU ETS are 0,2% of GDP (for an emission price of &amp;euro;20/ton CO2) of which about half can be passed on to the customers. Impacts on the competitive position may occur in the vulnerable sectors but these sectors are in general the smaller sectors of the Dutch economy - with the exception of the iron and steel industry (in total 1,1% of GDP). In addition, if international climate policy until the year 2020 will result in more countries agreeing on binding reduction targets, impacts on competitiveness will be smaller than analyzed here.]]></description>
			<pubDate>Thu, 16 Apr 2009 11:04:50 +0200</pubDate>
			<category>Algemeen</category>
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		<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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		<item>
			<title><![CDATA[Texel energy vision and implementation plan]]></title>
			<link>http://www.ce.nl/publicatie/texel_energy_vision_and_implementation_plan/861</link>
			<guid>http://www.ce.nl/publicatie/texel_energy_vision_and_implementation_plan/861</guid>
			<description><![CDATA[In collaboration with the local authority CE Delft has developed an energy vision for the Dutch island of Texel. In doing so CE Delft elaborated the various elements of the programme on paper, with the island council taking responsibility for the implementation plan, naturally working closely together and with input from numerous residents and organisations on the island. The result is a vision that enjoys widespread support and one provided with numerous handles for concrete action over the next few years. The plans were approved by the island council in August 2008.

Texel has always been special and so, too, are its ambitions to have a fully sustainable energy supply in 2020. This document first delineates these ambitions as precisely as possible, going on to examine the options available for the various forms of energy use and for stepwise realisation of the goals. The emphasis is on what is feasible, not on what is not. In the process of developing the vision, use was made of transformation charts and other pictorial aids giving insight into what steps need to be taken at what point in time and where. 

On Texel there is plenty of scope for making a success of these efforts. In the past there have already been numerous (pilot) projects in the field of energy conservation and renewable energy, but there is nonetheless a wide chasm between the situation today and ambitions for 2020. We now enter a phase of achieving ‘focus’ on the one hand and ‘volume’ on the other. This will include setting up an organisation to implement the programme. Much depends on the support that is forthcoming from Texel’s population and business community. In technical terms it is feasible; if the will is there, so too will be the way.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Renewable energy in Amsterdam: opportunities on the horizon]]></title>
			<link>http://www.ce.nl/publicatie/renewable_energy_in_amsterdam%3A_opportunities_on_the_horizon/895</link>
			<guid>http://www.ce.nl/publicatie/renewable_energy_in_amsterdam%3A_opportunities_on_the_horizon/895</guid>
			<description><![CDATA[Amsterdam has announced its intention to cut back its CO2 emissions significantly, by 40% in 2025 relative to emissions in 1990. This ambitious target requires action on multiple fronts. One of these involves an increase in the amount of renewable energy used in the city. In a recent study CE Delft explored the issue of how much potential is available. On 5 June, 2008 the results were presented by alderwoman Marijke Vos. The study calculates that renewable energy sources can provide a substantial share of the primary energy used in Amsterdam, mainly via power generation from biomass and wind and recuperation of waste heat. Compared with the forecast of 83.8 PJ in 2025, the potential is around 17 PJ, or 20%. This is far above the EU target of 14% renewables in the Netherlands in 2020. This renewable energy is another source of CO2 emissions reduction. Including two other options, the projected savings add up to around 1,170 kt, which is about 30% of the reduction required to secure the target of 2,500 kt CO2. The calculated potential is based on what is held to be the &amp;lsquo;maximum feasible&amp;rsquo;. To achieve this will require a (very) major effort. This holds particularly for aspirations with respect to district heat grids, solar energy and micro-cogeneration. On the other hand, technological advances will lead to prices falling and market penetration increasing.]]></description>
			<pubDate>Fri, 04 Dec 2009 14:11:07 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Analysis of progressive road vehicle tax indexed to absolute CO2]]></title>
			<link>http://www.ce.nl/publicatie/analysis_of_progressive_road_vehicle_tax_indexed_to_absolute_co2/906</link>
			<guid>http://www.ce.nl/publicatie/analysis_of_progressive_road_vehicle_tax_indexed_to_absolute_co2/906</guid>
			<description><![CDATA[At the request of the Dutch Finance Ministry, CE Delft has investigated the CO2 impact of redesigning the vehicle tax for passenger cars (BPM) from being based on catalogue value, as at present, the CO2 based system whereby the CO2 charge is progressively indexed to the CO2 emissions of the new vehicle. This variant was compared with the effectiveness of the two BPM variants from the study on &amp;lsquo;greening the Dutch tax system&amp;rsquo; (differentiation of BPM according to absolute CO2 emission and BPM based on CO2) and the current BPM based on energy labels (rates for 2008).]]></description>
			<pubDate>Fri, 04 Dec 2009 14:13:26 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Environmental classification of aircraft]]></title>
			<link>http://www.ce.nl/publicatie/environmental_classification_of_aircraft/910</link>
			<guid>http://www.ce.nl/publicatie/environmental_classification_of_aircraft/910</guid>
			<description><![CDATA[Aircraft can be classified according to environmental  performance. This report shows there are various classification systems  available for the purpose and provides numerous examples of how they might be  elaborated. In all cases due knowledge of the features of individual aircraft is  first required.&amp;nbsp;The required data on aircraft type, engine type and weight are  available from airports. The report was prepared for the Dutch Finance ministry and discussed with the  Taskforce on Differentiation of the Air Travel Tax, in which the main  stakeholders are represented. The Taskforce was set up following adoption of a  motion by Dutch MPs (Parliamentary Proceedings 2007/08, 31 205, no. 45)  requesting analysis of the practical scope for relating the country&amp;rsquo;s air travel  tax to the distance flown and the environmental impact of the type of aircraft  employed. ]]></description>
			<pubDate>Fri, 04 Dec 2009 14:16:31 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Greening the tax system]]></title>
			<link>http://www.ce.nl/publicatie/greening_the_tax_system/909</link>
			<guid>http://www.ce.nl/publicatie/greening_the_tax_system/909</guid>
			<description><![CDATA[At the request of the Dutch Environment ministry (VROM) CE Delft has assessed the environmental effectiveness of 15 fiscal measures included in the government&amp;rsquo;s 2009 Tax Plan. The measures relate to traffic and transport (e.g. differentiation of Vehicle Purchase Tax according to absolute CO2 emissions), household energy consumption and industry (e.g. an increase in energy tax) and the built environment (e.g. an income tax deduction indexed to energy performance of the home). Besides their environmental effectiveness, these &amp;lsquo;tax-greening&amp;rsquo; measures were also assessed with respect to competition effects for Dutch industry, political support, impact on spending power and burden-sharing, coherence within the specific context of environmental policy, fiscal compatibility and enforceability. The results of the study are to be used in preparing the present government&amp;rsquo;s &amp;lsquo;second round&amp;rsquo; of tax-greening measures.

The overall package will lead to cuts in CO2 emissions of around 0.74 Mt in 2010 and 1.5 Mt in 2020. These figures should be seen as the lower bound of actual effects, as some of these proved unquantifiable. The overall impact of the tax-greening package thus represents some 4 to 7% of the government&amp;rsquo;s climate aspirations for 2020 with respect to the built environment and transport sectors. ]]></description>
			<pubDate>Fri, 04 Dec 2009 14:18:19 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Calculating the external costs of emissions from different vehicles]]></title>
			<link>http://www.ce.nl/publicatie/calculating_the_external_costs_of_emissions_from_different_vehicles/901</link>
			<guid>http://www.ce.nl/publicatie/calculating_the_external_costs_of_emissions_from_different_vehicles/901</guid>
			<description><![CDATA[This report provides an up-to-date set of financial indices for Dutch transport emissions as well as a forecast of how these are likely to develop over the coming decades. The values assigned to emissions in this study are based on&amp;nbsp;the IMPACT External Costs Manual prepared by CE Delft in 2007 on a commission from the European Commission. The emission factors and data on vehicle occupation and loading are based on the CE study &amp;lsquo;STREAM&amp;rsquo;.]]></description>
			<pubDate>Tue, 09 Jun 2009 14:45:29 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[DHL naturally]]></title>
			<link>http://www.ce.nl/publicatie/dhl_naturally/866</link>
			<guid>http://www.ce.nl/publicatie/dhl_naturally/866</guid>
			<description><![CDATA[Since 2001 DHL Express Benelux has been a firm advocate of reducing the environmental burden of its activities within economic constraints, with the aim of improving performance vis-&amp;agrave;-vis local environmental quality and sustainability.   This study provides insight into the environmental burden of the Benelux operations of DHL Express and examines the basic conditions that need to be met for monitoring the firm&amp;rsquo;s changing environmental burden over time. In addition, the savings potential of various scenarios were analysed, focusing among other things on natural gas, biogas, Euro 5/EEV, tailpipe particle filters, hybrid vehicles and longer and heavier trucks.   With respect to air quality improvement, there proves to be scope for reducing NOx and PM10 emissions significantly. There is less technological potential for cutting CO2 emissions.  On the basis of this report the company will be making further strategic choices, to be included in its follow-up environmental strategy, &amp;lsquo;DHL Naturally&amp;rsquo;.]]></description>
			<pubDate>Fri, 04 Dec 2009 14:23:32 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Air quality impact of measures under the Apeldoorn Energy and Climate programme]]></title>
			<link>http://www.ce.nl/publicatie/air_quality_impact_of_measures_under_the_apeldoorn_energy_and_climate_programme/867</link>
			<guid>http://www.ce.nl/publicatie/air_quality_impact_of_measures_under_the_apeldoorn_energy_and_climate_programme/867</guid>
			<description><![CDATA[CE Delft was commissioned by the municipality of Apeldoorn to review whether the latter’s current energy policy has an impact on local air quality and, if so, what that impact is. In addition, Apeldoorn wanted to know whether the restructuring of the North Canal industrial area and construction of biomass-fired generation capacity are of influence on air quality.

Most of the measures assessed relate to energy conservation and the use of renewable energy sources, both of which have a favourable impact on nitrogen oxide emissions and thus on ambient NO2 concentrations. This holds on both a local and national scale. The resultant decrease in NO2 levels will not be particularly great, however, because the main sources of NO2 are traffic and industry. These measures have no effect on airborne particulates. Burning wood (alone or with other fuels), particularly in wood stoves and open fireplaces, will lead to an increase in particulate emissions and related pollutants like polycyclic aromatic hydrocarbons (PAH). Increased use of wood stoves and open fireplaces will therefore have an adverse impact on air quality and public health.

Restructuring of the North Canal industrial estate will likewise impact negatively on air quality because of increased road traffic. Given the large size of the area, though, no major problems are to be anticipated. An analysis of the air quality impact of construction and operation of biomass-fired generation capacity shows that although air quality will be affected by the scheduled power plant, limits will not be exceeded.

Because of the positive impact of energy conservation and use of renewable energy, it is recommended to continue down this road, but with the proviso that using biomass or wood as a renewable energy source may have negative air quality impacts, thereby necessitating additional emission abatement measures.

When it comes to further restructuring of industrial estates, serious efforts will have to made each time to address the resultant increase in traffic volumes. This can be achieved by building sufficient access roads and ensuring good public transport right from the start of the project.]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Deliverables of IMPACT (Internalisation Measures and Policies for All external Cost of Transport)]]></title>
			<link>http://www.ce.nl/publicatie/deliverables_of_impact_%28internalisation_measures_and_policies_for_all_external_cost_of_transport%29/702</link>
			<guid>http://www.ce.nl/publicatie/deliverables_of_impact_%28internalisation_measures_and_policies_for_all_external_cost_of_transport%29/702</guid>
			<description><![CDATA[In the light of the Eurovignette Directive, the European Commission commis-sioned CE Delft to carry out a study on the internalisation of external costs of transport. External cost are cost related to noise, air pollution, accidents, conges-tion and climate change. The study IMPACT (Internationalisation Measures and Policies for All external Cost of Transport) shows that it is possible to estimate these costs in a consistent and scientifically sound way. In addition it concludes that there are important benefits to be expected when these costs are used as a basis for transport pricing, usually referred to as the 'Polluter pays principle'. IMPACT was carried out by CE Delft, INFRAS, Fraunhofer-ISI, University of Gdansk and IWW and resulted in three Deliverables. The first deliverable (D1 and published in December 2007) is a handbook providing a comprehensive overview of approaches for estimation of external costs. The second deliverable (D2 and published in July 2008) is on road transport infrastructure cost and reve-nue. The third deliverable of the IMPACT project (D3 and also published in July 2008) deals with internalisation measures and policy for all modes of transport and includes an assessment of the impacts of various internalisation approaches. D1 and D3 can also be found on the website of the European Commission as part of the package for greening transport published at the 8th of July 2008. The main recommendation from IMPACT is an amendment of the Eurovignet Di-rective on infrastructure charging for heavy goods vehicles. This Directive turns out to be a major obstacle for charging transport users for the external cost. The European Commission has followed this recommendation by presenting an amendment to the Directive at 8 July 2008. Together with the legislative pro-posal, the European Commission presented a strategy for internalisation the ex-ternal cost of all transport modes. Also this strategy is partly based on the results of IMPACT.]]></description>
			<pubDate>Fri, 03 Dec 2010 14:42:22 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Gas4sure - Natural gas as a transition fuel]]></title>
			<link>http://www.ce.nl/publicatie/gas4sure_-_natural_gas_as_a_transition_fuel/860</link>
			<guid>http://www.ce.nl/publicatie/gas4sure_-_natural_gas_as_a_transition_fuel/860</guid>
			<description><![CDATA[Gas4sure is a programmatic document setting out the role of natural gas in the transition to a sustainable energy supply. Being the cleanest fossil fuel, natural gas will play a relatively key part in this transition from a mainly fossil-based energy supply to one based on efficient technologies and renewable sources. Gas4sure is a follow-up to Green4sure, the green energy plan elaborated by CE Delft for the Dutch environmental and trades unions movements. Green4sure explains how in the next 25 years we can create an energy supply with half today's79 CO2 emissions and what roles the various parties will need to play to make that future feasible. In Gas4sure the use of natural gas is not in itself the aim, but given the marked changes in conditions for the environmental impacts of the energy supply, rather an outline of the role of gas under those conditions.]]></description>
			<pubDate>Wed, 13 Apr 2011 09:44:05 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Configurations and optimisations of the Amsterdam heat grid]]></title>
			<link>http://www.ce.nl/publicatie/configurations_and_optimisations_of_the_amsterdam_heat_grid/893</link>
			<guid>http://www.ce.nl/publicatie/configurations_and_optimisations_of_the_amsterdam_heat_grid/893</guid>
			<description><![CDATA[Amsterdam has recently announced ambitious climate targets, with district heating forming a key part of the strategy to secure them. There are regular strategic discussions between the municipal council and market parties on the use of such heat, particularly when large-scale construction and restructuring projects are on the agenda. The council has expressed a need for substantive support in the field of district heat and therefore asked CE Delft to prepare background documentation on the topic. This report, the result of that effort, examines the features of the present district heating system, the issue of CO2 reduction, the advantages of a &amp;lsquo;horseshoe&amp;rsquo; grid and potential innovations for securing even greater environmental gains. The report concludes with a management summary in which CE Delft puts forward its own vision on district heating in Amsterdam.]]></description>
			<pubDate>Fri, 04 Dec 2009 14:26:10 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Background data on electricity labelling 2007]]></title>
			<link>http://www.ce.nl/publicatie/background_data_on_electricity_labelling_2007/833</link>
			<guid>http://www.ce.nl/publicatie/background_data_on_electricity_labelling_2007/833</guid>
			<description><![CDATA[Since 1 January 2005 power suppliers in the Netherlands have been obliged to label their electricity as to source. CE Delft has reviewed the electricity mix supplied to the Netherlands in 2007. It consists of electricity generated from natural gas (over 50%), hard coal (24%), nuclear (9%) and renewables (13%). In terms of CO2 and radioactive waste, the associated environmental burden is 426 g CO2/KWh and 0.000270 g nuclear waste/KWh.]]></description>
			<pubDate>Tue, 08 Mar 2011 11:57:29 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[STREAM: Study on Transport Emissions of All Modes]]></title>
			<link>http://www.ce.nl/publicatie/stream%3A_study_on_transport_emissions_of_all_modes/832</link>
			<guid>http://www.ce.nl/publicatie/stream%3A_study_on_transport_emissions_of_all_modes/832</guid>
			<description><![CDATA[The STREAM study inventories the current environmental impact of all modes of freight and passenger transport and provides forecasts for 2010 and 2020, making due allowance for the influence of progressive emissions standards, specific technological innovations and alternative fuels. This makes STREAM an extremely comprehensive, up-to-date and accessible database of transport emissions.   The main focus of the study is on emissions of the greenhouse gas CO2 and air pollutants like particulates and oxides of nitrogen and sulphur. What emerges from the data is that there is no such thing as &amp;rsquo;the cleanest&amp;rsquo; mode of transport. The scale level of the trip or transport movement is an important factor in performance, often even more so than the mode of transport as such. Logistical factors like occupancy and loading factors are also key. Technology likewise has a major influence. A new vehicle is thus four to ten times cleaner than one dating from the early 1990s. For rail and (inland) shipping, too, there are technologies available with which considerable reductions in air pollutant emissions can be achieved. As yet, technology is having far less influence on fuel consumption. With a hybrid drive, for example, only 20% fuel savings can be achieved and this technology only makes sense in urban traffic, with a lot of &amp;lsquo;start/stop&amp;rsquo; driving.   For a series of well-defined market segments the report also compares emis-sions per unit performance based on average vehicle technology (as reflected in average age, for example) and average occupancy rate.   The study was carried out by CE Delft for the Dutch Environment ministry, VROM, and the Transport ministry&amp;rsquo;s Institute for Transport Policy Analysis, KIM.]]></description>
			<pubDate>Wed, 28 Oct 2009 14:02:59 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Future Dutch waste policy: priorities and leverage points]]></title>
			<link>http://www.ce.nl/publicatie/future_dutch_waste_policy%3A_priorities_and_leverage_points/816</link>
			<guid>http://www.ce.nl/publicatie/future_dutch_waste_policy%3A_priorities_and_leverage_points/816</guid>
			<description><![CDATA[The Netherlands&iuml;&iquest;&frac12; new National Waste Management Plan is to focus more on the environmental impacts of the entire supply chains of wastes and waste products. In this study this lifecycle environmental impact was assessed for the main categories of waste, from raw materials production all the way through to waste disposal. Besides a series of waste streams traditionally ad-dressed by waste policy, in this lifecycle approach there also emerge streams associated with high energy consumption in the use phase (end-of-life cars and tyres and gas discharge lamps). Other streams scoring high are those with a relatively high environmental impact in the production phase (animal, textile and metals waste), generally independent of the environmental weight-ing method employed.   On the basis of several different rankings, a number of priority waste streams were identified that merit additional focus in drawing up the new Waste Man-agement Plan. This does not necessarily mean modification of current waste disposal methods, because this study did not consider the cost effectiveness of disposal methods or alternative courses of action. As is to be expected in a lifecycle approach, the scope for government leverage is partly beyond the traditional remit of waste policy. At the same time, though, there are clearly synergies between the waste phase and the rest of the lifecycle, as embodied in &iuml;&iquest;&frac12;design-for-recycling&iuml;&iquest;&frac12; and greater focus on materials selection when design-ing energy-efficiency measures. Some of these leverage points can be elabo-rated in the Netherlands&iuml;&iquest;&frac12; new waste policy, while others are already being exploited in other policy areas.  This is an exploratory study and the results are not suitable for detailed analy-ses or conclusions. The Environment ministry, VROM, for which the report was prepared, sees it more as an initial step in further elaboration of the coun-try&iuml;&iquest;&frac12;s waste policy.]]></description>
			<pubDate>Tue, 08 Mar 2011 11:59:27 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[The LNG/oxyfuel route for new coal plants.]]></title>
			<link>http://www.ce.nl/publicatie/the_lngoxyfuel_route_for_new_coal_plants./746</link>
			<guid>http://www.ce.nl/publicatie/the_lngoxyfuel_route_for_new_coal_plants./746</guid>
			<description><![CDATA[In the ports of Rotterdam and the Eemshaven both power-plants and terminals for liquefied natural gas, LNG, are planned. In LNG-terminals a vast amount of cold is available. The enclosed report describes a route for using this cold of the LNG-terminals, integration of power plants and LNG terminals. Central is the use of cold for the production of oxygen, which in turn is used for firing oxy-fuel fired power stations. Besides, the cold can be used for CO2-compression and in the condenser-cycle of steam-turbines. The study was carried out by CE Delft on behalf of SenterNovem (program 'energy-savings and chain-efficiency in industry'). The study indicates that for one LNG-terminal and one coal-fired power plant this route results in major improvements:

    Substantial energy savings (efficiency of app. 43%, a saving of about 9 PJ 
    [this is equivalent to the total use of energy of the city of Delft]).
    Negligible emissions of nitrogen-oxydes (NOx, compared to 1,4 Mton with post-combustion capture).
    Savings in costs, due to superior energy efficiency.

Main points of attention are back-up provisions (not elaborated in the study) and the development of oxy-fuel coal technology (now at pilot stage). It is recommended to site LNG terminals and coal-fired generating capacity close together and anticipate in the design stage of new LNG terminals and power plants on integration.]]></description>
			<pubDate>Tue, 08 Dec 2009 13:06:16 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Greens on the table or fuel in the tank?]]></title>
			<link>http://www.ce.nl/publicatie/greens_on_the_table_or_fuel_in_the_tank/831</link>
			<guid>http://www.ce.nl/publicatie/greens_on_the_table_or_fuel_in_the_tank/831</guid>
			<description><![CDATA[As a result of government promotion of biofuels, in recent years there has been a marked rise in demand for crops like oilseed rape, wheat and maize and this trend looks set to continue in the future. These developments also affect vegetable processors like HAK (Neerlands Glorie Conserven BV), as demand for energy crops also means greater demand for farmland. Based on net impact calculations, it is concluded that a doubling of the grain price would lead to a 50-90% increase in the price of vegetable crops like peas, beans and spinach. According to forecasts by OECD/FAO and others, in the longer term there should be only minimal effects on the price of these crops. 
 
Policies on biofuels are still evolving, creating a dynamic market with numer-ous uncertainties. Prices are also affected by the oil price and by how global agriculture responds to changing circumstances. In addition, a growing num-ber of countries are setting sustainability standards for biofuels, which in many cases are designed to reduce pressure on land resources as well as competi-tion with food production. Given this trend and the tumultuous pricing devel-opments of 2007, it is not currently possible to make any solid predictions for the longer term. 
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[The economics of Heathrow expansion]]></title>
			<link>http://www.ce.nl/publicatie/the_economics_of_heathrow_expansion/817</link>
			<guid>http://www.ce.nl/publicatie/the_economics_of_heathrow_expansion/817</guid>
			<description><![CDATA[At the request of HACAN ClearSkies, CE Delft has carried out a study on the economic importance of expansion of Heathrow airport. The main conclusion is that an earlier, highly influential report failed to properly calculate the eco-nomic benefits of expansion and may even have substantially overestimated them. Furthermore, it would have been worth examining the effects of 'de-mand management', in the form of internalisation of external costs and restric-tions on slots for short-haul flights. Finally, it is concluded that the issue of in-ternational competition among European hubs is no reason for further cross-country harmonisation of environmental policy vis-&amp;agrave;-vis nuisance to local communities. Because the bulk of the benefits also accrue to these communi-ties, local administrators are best placed to make prudent decisions.]]></description>
			<pubDate>Thu, 19 Mar 2009 15:12:06 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[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[Energy saving by Delft businesses: Prioritisation of enterprises and an effective procedure]]></title>
			<link>http://www.ce.nl/publicatie/energy_saving_by_delft_businesses%3A_prioritisation_of_enterprises_and_an_effective_procedure/829</link>
			<guid>http://www.ce.nl/publicatie/energy_saving_by_delft_businesses%3A_prioritisation_of_enterprises_and_an_effective_procedure/829</guid>
			<description><![CDATA[For the 1500 small and medium-sized businesses (SME) in Delft the local authority is responsible for implementing the Environmental Control Act, one element of which concerns energy saving. The authority asked CE Delft to assess how this particular issue could best be tackled: 

- which businesses should be afforded priority? 
- what approach can best be adopted for these SME?  

The project started by inventorying the relevant businesses and their energy consumption and CO2 emissions. The total CO2 emissions of the Delft busi-ness community are around 150 kt. Apart from a few major institutions like the in the order of 15-30%.  Next a workshop was held with staff from the local authority's specialist Envi-ronment team. On this occasion the decision was made that in the future a clear distinction should be made between big and small energy users. The former will have a pre-arranged visit geared specifically to energy saving, us-ing a checklist to assess whether available cost-effective measures have in-deed been implemented. With small-scale users the main focus will be on pro-viding information, via the folders put out by organisations like Energiecentrum MKB (Energy Centre for SME) and Infomil.   For 2008 the priorities are the so-called MJA-II enterprises (tackling of free-riders), new construction work (harmonisation with building inspectorate) and supermarkets (mandatory covering of refrigerated cabinets).]]></description>
			<pubDate>Fri, 18 Dec 2009 10:43:00 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Implications of EU Emission Trading Scheme for Competition Between EU and Non-EU Airlines]]></title>
			<link>http://www.ce.nl/publicatie/implications_of_eu_emission_trading_scheme_for_competition_between_eu_and_non-eu_airlines/812</link>
			<guid>http://www.ce.nl/publicatie/implications_of_eu_emission_trading_scheme_for_competition_between_eu_and_non-eu_airlines/812</guid>
			<description><![CDATA[MVA Consultancy and CE Delft have been commissioned by DGTL to examine whether, in the event of the Emission Trading Scheme (ETS) being applied to civil aviation flights departing from and arriving at EU airports, there might be appreciable opportunity for non-EU carriers to strengthen their competitive position vis a vis EU airlines.  The study shows that any effects on the competitive positions of airlines are ex-pected to be small, unless the price of allowances increases very substantially above current levels. For most carriers in most markets, cross-subsidisation would not result in higher profits and would therefore not be in the interest of the carriers. However, it is not possible to rule out completely that some non-EU car-riers could engage in cross-subsidisation of their routes to/from the EU, if they also operate in markets where they can earn supra-normal profits. It has been shown that these opportunities are limited and, since this would be strongly de-pendent upon strategic behavioural choices by individual carriers, it is not possi-ble to establish whether this situation would be aggravated by the inclusion of aviation in the EU ETS. Additionally, EU carriers could be competitively disadvan-taged in some markets, as a consequence of the location of non-EU carriers hub airports. For some non-EU carriers, their hub locations provide opportunities for passengers to substitute transfers at these hubs for transfers at EU hubs, or even direct flights, so that the impact of ETS costs on their fares is reduced.]]></description>
			<pubDate>Fri, 18 Dec 2009 10:46:43 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Study of Aircraft Noise Exposure at and around Community Airports]]></title>
			<link>http://www.ce.nl/publicatie/study_of_aircraft_noise_exposure_at_and_around_community_airports/820</link>
			<guid>http://www.ce.nl/publicatie/study_of_aircraft_noise_exposure_at_and_around_community_airports/820</guid>
			<description><![CDATA[It seems unlikely that the European Commission will succeed in its aim of re-ducing noise exposure around European airports. This is the conclusion of a study for the Commission by CE Delft and the British consultancies MPD and ERM, in which the relevant Directive (2002/30) was evaluated. This directive sets out the scope available to European airports for placing restrictions on noisy flights.   More specifically, the study looked at the changes in noise levels around European airports since implementation of the directive and the further changes anticipated in the coming years. A survey was also made of the abatement measures taken by airports since 2002 as well as those scheduled for the near future, focusing particularly on restrictions on night flights and on the 'marginally compliant Chapter 3 aircraft' only just meeting the standards. Although numerous measures have been implemented to reduce noise expo-sure, the airports report that the vast majority of these would also have been taken without the Directive. Furthermore, several airports indicated that the Directive had in fact made it harder for them to take action, because of the detailed regulations set out in its Annex 2.   Calculations show that the projected growth of the aviation sector is such that technical improvements to aircraft and policy measures at airports will not be able to prevent an increase in noise levels and the exposure of greater num-bers of people to this noise.   More detailed information is provided in the report. Most of the policy recom-mendations made were adopted in the communication of the Commission dated 15 February 2006 (COM(2008) 66 final). See also:    http://ec.europa.eu.]]></description>
			<pubDate>Fri, 18 Dec 2009 10:50:39 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Report on maritime transport and the environment for Latin America*]]></title>
			<link>http://www.ce.nl/publicatie/report_on_maritime_transport_and_the_environment_for_latin_america%2A/720</link>
			<guid>http://www.ce.nl/publicatie/report_on_maritime_transport_and_the_environment_for_latin_america%2A/720</guid>
			<description><![CDATA[Up to now, the contribution of the maritime sector to air quality problems in Latin America and Caribbean coastal cities has received little or no attention. Studies for the United States and Europe show that the contribution of this sector may however be significant. Given the persistence of air quality problems in Latin America, it appears worthwile to consider this sector in emission inventories and mitigation policies.

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Effective local climate policy]]></title>
			<link>http://www.ce.nl/publicatie/effective_local_climate_policy/753</link>
			<guid>http://www.ce.nl/publicatie/effective_local_climate_policy/753</guid>
			<description><![CDATA[The Association of Netherlands Municipalities (VNG) is keen for municipalities to play a more active role in effective climate policy and commissioned CE Delft to underpin this ambition from three angles: potential reductions (what is attainable?), cost effective-ness (is it affordable?) and the role of local authorities. Five sectors were examined in this way: the built environment, business, transport, renewable energy and the munici-pal organisation itself. 

The study shows that local authorities have an influence on a substantial fraction of national emissions: around 60 Mt CO2 of a total of 200 Mt. In several sectors they have direct powers to do so (own organisation, business), while in most other cases they can act mainly in a facilitating capacity (ensuring, for example, that agreement is reached with housing corporations on energy savings in the current housing stock). In addition, local authorities have a key role to play in innovative projects (new buildings) and as a ‘front desk’ for business and citizens. 

The project also considered the issue of ‘adaptation’: preparing for the consequences of climate change. This is very much tied up with spatial planning and thus with the statutory responsibilities of local authorities. In this area a great deal still needs to be learned. 

The results have been used in the formal Climate Agreement that VNG President Wim Deetman signed with Environment Minister Jacqueline Cramer on 17 November 2007. The report can be taken by Individual municipalities as a reference point for elaborating their own effective local climate policy.

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +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[Towards greener business travel]]></title>
			<link>http://www.ce.nl/publicatie/towards_greener_business_travel/757</link>
			<guid>http://www.ce.nl/publicatie/towards_greener_business_travel/757</guid>
			<description><![CDATA[Increasingly, organisations are setting environmental requirements on the leased and company cars used for business travel. Until now, though, private cars used for this purpose have been ignored in these efforts. At the request of Mobility Mixx, CE Delft has estimated the current environmental impact of business-related kilometres driven in private cars and the emission cuts potentially achievable with two specific measures:

- Indexing of the untaxed business travel allowance to vehicle fuel efficiency.
- Application of the services of Mobility Mixx to all business kilometres.

Private cars account for a major share of the business kilometres driven in the Netherlands: around 58%. Their contribution to pollution is consequently substantial: approx. 48% of PM10 emissions, 61% of NOx emissions and 58% of CO2 emissions. This represents around 8% of the aggregate emissions of the Dutch passenger car fleet.   The first measure considered was differentiation of the untaxed business travel allowance, with the allowance for highly efficient vehicles being raised by &amp;euro; 0.11 to &amp;euro; 0.30 per kilometre and that for other vehicles lowered by &amp;euro; 0.04 to &amp;euro; 0.15 per kilometre. This measure will lead to an emissions reduction of approx. 2%. The second measure is to employ the services of Mobility Mixx for all the business kilometres driven in the Netherlands, which in concrete terms means private car use being superseded by use of (clean and fuel-efficient) cars from vehicle pools and/or by rail transport. This will lead to a maximum emissions reduction of 70 to 80%. This calculation does not include any transport before or after rail journeys.   By deploying dedicated measures, the emissions associated with business use of private cars can be substantially reduced. Individual organisations have a key role to play here, for they can exert a very direct influence on employees, via the travel costs they reimburse, for example. They can provide their employees attractive alternatives, moreover, encouraging them to leave their own car at home.]]></description>
			<pubDate>Fri, 18 Dec 2009 10:53:56 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Climate policy costing methodologies]]></title>
			<link>http://www.ce.nl/publicatie/climate_policy_costing_methodologies/784</link>
			<guid>http://www.ce.nl/publicatie/climate_policy_costing_methodologies/784</guid>
			<description><![CDATA[This study examines why studies to assess the cost effectiveness of policies addressing the climate impact of transport have yielded such widely different results to date. To this end, experts in the Netherlands were consulted and the national and international literature reviewed. Our analysis of the costing methodologies in use shows there are three types of choice having a major influence on results. The first concerns the perspective adopted. Are costs being considered from the perspective of the end user, society or government? Secondly, there are a series of choices to be made in calculating direct expenditures, with respect to depreciation rates and prior estimates of investments, among other things. Finally, there is a basic choice as to whether only direct expenditures are to be included, or a comprehensive welfare-economic analysis carried out. Are the welfare effects of behavioural change or additional externalities to be included, for instance?]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Environmental policy for power stations]]></title>
			<link>http://www.ce.nl/publicatie/environmental_policy_for_power_stations/676</link>
			<guid>http://www.ce.nl/publicatie/environmental_policy_for_power_stations/676</guid>
			<description><![CDATA[At the moment, ambitious CO2 emission reduction goals co-exist with continued existence and even building of high-emission power plants in the Netherlands. This study identifies two explanations for this situation. First, long-term public policy regarding climate change is so vague that companies are not able to take them into account when they make investment decisions. It concerns, among others, the uncertain design of the European Emission Trading Scheme (EU ETS) after 2012. Second, the Dutch allocation mechanism of emission rights under the EU ETS appears to be biased towards high-carbon technologies and allows strategic firm behaviour.  The policy consequences of these findings are twofold. First, efforts need to be undertaken to improve the distribution of emission rights among participants. Benchmarking can be done, but it should be as independent of historic use and fuel type as possible. The auctioning of emission permits is also an option. Whether significant alternations to the EU ETS system will be made and which changes are to be expected is, however, uncertain. It highly dependents on the political climate in Brussels and in other EU member states. Therefore, govern-ment regulation might also be needed in the short term. It would direct firms into the right direction by stimulating the adoption of no regret technical measures.]]></description>
			<pubDate>Fri, 18 Dec 2009 10:56:02 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Particulate abatement strategy for Middelburg]]></title>
			<link>http://www.ce.nl/publicatie/particulate_abatement_strategy_for_middelburg/828</link>
			<guid>http://www.ce.nl/publicatie/particulate_abatement_strategy_for_middelburg/828</guid>
			<description><![CDATA[At the request of the Middelburg local authority, CE Delft has designed a strategy for reducing particulate emissions in the municipality. Since the introduction of new legislation several years ago, the issue of air quality has moved centre stage in the Netherlands. In Middelburg, too, this had led to action on various fronts and the local authority is now keen to get a better view of the decisions and measures already taken to improve air quality and particulate levels in particular. The authority also wishes to take additional steps to better safeguard citizens' health.  This strategy document reviews the measures already in place and sets out, with reference to local particulars, a number of policies that can lead to a further improvement of air quality.  Based on criteria of effectiveness and feasibility, among other things, at a workshop with experts from the local authority the following measures were selected as meriting priority: 
- Natural gas as a vehicle fuel and particle traps on the existing truck fleet.
- Particulate abatement at construction and demolition sites. 
- Intensification of cycling policy. 
- Improvement of the parking direction system.  

In addition, the budgetary feasibility of a quayside power supply along the canal is being examined.  Besides improving air quality, the selected measures will also contribute to securing the environmental targets for transport mobility set out in the town's Environmental Vision.]]></description>
			<pubDate>Fri, 18 Dec 2009 10:59:08 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Energy saving studies at firms with a duty to report]]></title>
			<link>http://www.ce.nl/publicatie/energy_saving_studies_at_firms_with_a_duty_to_report/827</link>
			<guid>http://www.ce.nl/publicatie/energy_saving_studies_at_firms_with_a_duty_to_report/827</guid>
			<description><![CDATA[From various trade associations the complaint is often heard that local authori-ties are obliging companies to carry out a so-called energy saving study too often and too arbitrarily. The Dutch Environment ministry (VROM) asked CE Delft to investigate whether this was indeed the case. To this end, interviews were held with representatives of some 30 small and medium-sized businesses and trade associations and 40 local authorities. The conclusions were as follows:&amp;nbsp;

    there is substantial variation in the procedures adopted by local au-thorities, with some giving energy conservation far greater priority than others;&amp;nbsp;
    the total number of businesses charged with carrying out an energy saving study is fairly limited: around 1,000 a year (10% of relevant businesses);&amp;nbsp;
    at the same time, businesses are regularly obliged to carry out such a study in cases where a simple audit of standard practice would suf-fice; in addition, there is frequently too little consideration of investment and depreciation issues.

CE Delft recommends that the recently implemented legislation (a general admini&iuml;&iquest;&frac12;strative order) be supported by an active communication campaign for local authorities, aimed at achieving consistency among authorities on how this legislation is to be implemented. In doing so, it is important to dovetail with the initiatives of the Energiecentrum MKB (Energy Centre for SME) and those of frontrunner municipalities.]]></description>
			<pubDate>Wed, 28 Apr 2010 11:28:58 +0200</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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			<title><![CDATA[Green light for LED2 lighting]]></title>
			<link>http://www.ce.nl/publicatie/green_light_for_led2_lighting/755</link>
			<guid>http://www.ce.nl/publicatie/green_light_for_led2_lighting/755</guid>
			<description><![CDATA[At the request of the Energy Conservation Programme Office of the Netherlands’ Direc-torate-General for Public Works &amp; Water Manage&not;ment (Rijkswaterstaat), CE Delft has looked into the benefits of using LED2 lamps rather than incandescent lamps for traffic lights and ship’s signalling lights. For an honest comparison of the environmental im-pact of these lamps, it is not only the use phase that needs to be analysed, but the en-tire life cycle, i.e. raw materials extraction, production, use and ultimate waste disposal.

Taken over a 10 year lifetime, the LED2 lamp scores better than the incandescent lamp on all the environmental themes considered. Although in the raw materials phase a LED2 lamp has a greater environmental impact than an incandescent lamp (due to the circuit board in the former), in the use phase this is more than compensated for. The life cycle environmental impact of an LED2 lamp is thus smaller than that of an incan-descent lamp. The analysis indicates that, based on the available information, it can be concluded that the savings in the use phase more than offset the slightly greater envi-ronmental impact arising in the production chains of the ABS, PC and circuit board.

Regardless of its environmental benefits, a LED2 lamp also provides better visibility, greater reliability and a longer lifetime, thus reducing maintenance costs. 

Based on these results, it is environmentally preferable to use LED2 lamps rather than incandescent lamps (including krypton and halogen units).

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Biomass: from controversy to development agenda*]]></title>
			<link>http://www.ce.nl/publicatie/biomass%3A_from_controversy_to_development_agenda%2A/759</link>
			<guid>http://www.ce.nl/publicatie/biomass%3A_from_controversy_to_development_agenda%2A/759</guid>
			<description><![CDATA[Biomass is moving increasingly into the spotlight as an energy source, but it is also eliciting increasing debate. Biomass is seen as playing a key role, providing massive opportunities. Based in part on its estimated potential, policy-makers are now setting targets, in the United States as well the EU, including the Netherlands. It is as if policy-makers were on a quest for a ‘green grail’. There are also doubts, though: is all this really feasible? Is there really all this scope and, indeed, physical space for biomass? Or do the drawbacks outweigh the benefits? 

At the request of the Netherlands Energy Council (AER). the environmental consultancy Advies voor duurzaamheid teamed up with CE Delft to analyse the debate. What are the pivotal issues? How are these amenable to influence? And how can the controversy be transformed into a widely supported development agenda? At a round-table meeting with the Netherlands’ key biomass experts a solid step in this direction was taken. 
 
The main conclusion is that the present behaviour of the biomass industry is not what was predicted in earlier studies of technical potential. These studies reported on vast tracts of marginal land and a broad range of waste streams being interesting sources of biomass, but in the real world the market is using highly productive, fertile soils for its raw materials. This very different trend is readily explainable (the government policies driving the market reward unsustainable biomass just as much as sustainable), but creates major risks in terms of competition with food and ecosystem destruction. To reverse this trend requires a new development agenda for biomass, agriculture and livestock production. Elements of such an agenda are provided in this advisory document, in which the core recommendation is to achieve better integration of global policies in the realms of spatial planning, farming and conservation. 


]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Sustainable public transport concessions*]]></title>
			<link>http://www.ce.nl/publicatie/sustainable_public_transport_concessions%2A/756</link>
			<guid>http://www.ce.nl/publicatie/sustainable_public_transport_concessions%2A/756</guid>
			<description><![CDATA[This study, carried out for the Groningen provincial authority against the background of tendering for a new public transport concession in the north of the Netherlands, reviews sustainable transport technologies, considering the following issues:

    Effects on emissions and costs, at the vehicle level, of using sustainable tech-nologies; the focus here was on technologies that can be widely implemented, such as Euro V, EEV and natural gas, as well as more innovative technologies like natural gas and hybrid drives in combination with biofuels.
    Regional impacts of biofuel use.
    Practical experience with the various technologies.
    By modelling the vehicle fleet, the environmental, financial and employment ef-fects of the various technologies were analysed for individual elements of the concession.

This study anticipates the Innovative Concession Procedure that the government is expected to launch soon. Under this scheme, parties granting concessions are eligible for a subsidy for the testing of innovative bus technologies. The study was carried out in collaboration with the provincial authorities of Groningen and Drenthe, regional public transport operators and Energy Valley.]]></description>
			<pubDate>Wed, 28 Apr 2010 12:58:32 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[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>
		</item>
		
		        
		<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[The Impacts of the Use of Different BenchmarkingMethodologies on the Initial Allocation of Emission Trading Scheme Permits to Airlines]]></title>
			<link>http://www.ce.nl/publicatie/the_impacts_of_the_use_of_different_benchmarking%3Cbr%3Emethodologies_on_the_initial_allocation_of_emission_trading%3Cbr%3E_scheme_permits_to_airlines/606</link>
			<guid>http://www.ce.nl/publicatie/the_impacts_of_the_use_of_different_benchmarking%3Cbr%3Emethodologies_on_the_initial_allocation_of_emission_trading%3Cbr%3E_scheme_permits_to_airlines/606</guid>
			<description><![CDATA[When aviation will be introduced in the EU ETS, airlines will receive some allowances for free, according to the European Commissions proposal. This report studies the impacts of the economic, environmental and distributional impacts of various carbon allowance allocation methodologies on different airline models. It focuses on benchmarking, but shortly discusses grandfathering and auctioning as well. A spreadsheet model was developed to calculate the emissions and allowances allocated under different benchmarks of ten generic aircraft operator types that represent a cross-section of airline business models. The study shows that an output-based benchmarking method is more consistent with encouraging environmental efficiency than other benchmarks. At the same time, the a benchmark based on RTK&iuml;&iquest;&frac12;s (revenue tonne kilometers) has relatively small distributional impacts. The study has been conducted by professor David S. Lee of Manchester Metropolitan University and CE Delft as a subcontractor, and was commissioned by the UK Department for Transport and the Environment Agency.]]></description>
			<pubDate>Fri, 08 Oct 2010 11:08:55 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Vision document on Sustainable Heat and Cold*]]></title>
			<link>http://www.ce.nl/publicatie/vision_document_on_sustainable_heat_and_cold%2A/722</link>
			<guid>http://www.ce.nl/publicatie/vision_document_on_sustainable_heat_and_cold%2A/722</guid>
			<description><![CDATA[At the request of a cluster of major Dutch trade associations, CE Delft has drawn up a vision document on the potential for using sustainably produced heat and cold in the Netherlands and for promoting such use.
The document explains how the Dutch government’s and European Commission’s environmental targets can be secured through utilisation of sustainable heat and cold. It examines the overall potential and costs, trends in technologies and markets, pertinent legislation and what the relevant organisations are themselves already doing to promote use of sustainable heat and cold. This vision document sets out what (further) steps are required to secure the targets for use of sustainable heat and cold and how the government and the sector can contribute.


]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +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[Environmental indices for the Dutch packaging tax]]></title>
			<link>http://www.ce.nl/publicatie/environmental_indices_for_the_dutch_packaging_tax/724</link>
			<guid>http://www.ce.nl/publicatie/environmental_indices_for_the_dutch_packaging_tax/724</guid>
			<description><![CDATA[On 1 January 2008 a packaging tax is to be introduced in the Netherlands. In line with wider government policy objectives, tariffs for the new tax are to be indexed to the environmental burden of the packaging material in question. In an earlier study, CE Delft concluded that the climate impact of the packaging chain (cradle to grave) is a good and relatively simple measure of overall environmental impact. This report examines existing data on the greenhouse gas emissions of the various packaging materials in each of the key steps of the chain: raw materials extraction, primary materials production, packaging shaping, recycling and waste disposal. 

In discussion with the packaging materials industry, environmental indices for the various materials have been established which in CE’s assessment can serve as a reasonably robust ranking basis for introducing a packaging charge in the short term, in 2008.

For the 2009 tax year it is recommended to refine the ranking by:Incorporating environmental differences in the use phase between different types of packaging (in particular, differences in product spoilage and cooling requirements).Incorporating additional environmental themes (particularly land use and biodiversity), especially to improve coverage of paper recycling.Incorporating differences between production sites (primary production and shaping) in more detail, as well as environmental differences between sites.Further refinement of tariffs for specific submaterials (individual grades of cardboard and plastics) and incorporation of current recycling rates.After this date, an update every two years would be useful to encourage ongoing innovation.

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Emission trade in Dutch greenhouse horticulture]]></title>
			<link>http://www.ce.nl/publicatie/emission_trade_in_dutch_greenhouse_horticulture/602</link>
			<guid>http://www.ce.nl/publicatie/emission_trade_in_dutch_greenhouse_horticulture/602</guid>
			<description><![CDATA[This report evaluates the effects of an introduction of a CO2 emission trading system in Dutch greenhouse horticulture. The report analysis six variants of such a system, some of them in combination with an energy tariff. The report concludes that systems which correspond with the European Emission Trade System (ETS) are the most efficient.]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Market survey on decentralised CHP capacity]]></title>
			<link>http://www.ce.nl/publicatie/market_survey_on_decentralised_chp_capacity/826</link>
			<guid>http://www.ce.nl/publicatie/market_survey_on_decentralised_chp_capacity/826</guid>
			<description><![CDATA[TenneT has drawn up its Quality and Capacity Plan for the period 2008-2014 and for this purpose required a robust review of trends in decentralised com-bined heat and power (CHP) capacity and utilisation thereof. CE Delft was commissioned to carry out this review on the basis of its own expertise and experience and interviews with a number of relevant players. The results were translated into terms of four scenarios used as standard practice in TenneT&iuml;&iquest;&frac12;s plans. In these scenarios, growth of CHP capacity ranges from 1,500 MWe to 3,300 MWe between 2008 and 2014. This means total CHP capacity will lag behind the growth rate envisaged by the government. With dedicated addi-tional incentive policy the desired level can be achieved, though, up to a maximum of 7,000 MWe new CHP capacity, but this gives no consideration to cost effectiveness.]]></description>
			<pubDate>Fri, 08 Oct 2010 11:41:41 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Traffic noise reduction in Europe]]></title>
			<link>http://www.ce.nl/publicatie/traffic_noise_reduction_in_europe/821</link>
			<guid>http://www.ce.nl/publicatie/traffic_noise_reduction_in_europe/821</guid>
			<description><![CDATA[At the request of T&amp;amp;E, the European federation for Transport and Environ-ment, CE Delft has investigated:

    the health effects of traffic noise;&amp;nbsp;
    the financial value of these health effects;&amp;nbsp;
    measures to reduce road and rail noise.

The results show that traffic noise increases the risk of health problems. Each year, over 245,000 Europeans could be afflicted with cardiovascular disease as a result of traffic noise. Around 20% of these run the risk of premature death due to a heart attack. A price tag can be put on the nuisance caused by this noise and the health effects to which it gives rise: in the EU the social costs associated with traffic noise are estimated to be around&amp;nbsp;&amp;euro; 40 billion a year. It is relatively straightforward to reduce traffic noise, by implementing the latest technical advances in car and tyre production and road construction.]]></description>
			<pubDate>Fri, 08 Oct 2010 12:44:24 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Air quality along the N208 at Hillegom]]></title>
			<link>http://www.ce.nl/publicatie/air_quality_along_the_n208_at_hillegom/723</link>
			<guid>http://www.ce.nl/publicatie/air_quality_along_the_n208_at_hillegom/723</guid>
			<description><![CDATA[In the Dutch municipality of Hillegom, work is currently underway on improving the N208 highway, one of the aims being to comply with European air quality standards. To assess success, at the request of VMC Policy and Process Management NO2 and PM10 concentrations have been calculated at various locations along the N208. Using the CAR model, concentrations have been calculated not only for the current situation, but also for 2010, 2015 and 2020. The calculations, performed according to the relevant protocols, indicate no exceedances of limit values.]]></description>
			<pubDate>Fri, 08 Oct 2010 12:51:27 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[The Natural Gas Chain*]]></title>
			<link>http://www.ce.nl/publicatie/the_natural_gas_chain%2A/552</link>
			<guid>http://www.ce.nl/publicatie/the_natural_gas_chain%2A/552</guid>
			<description><![CDATA[Costs and environmental impact are important drivers for investigating the natural gas life cycle. Environmental impact will more and more become an important subject in industry policy and strategy. While natural gas is now performing well in terms of environmental profile with respect to other fossil energy sources, continued efforts will be essential to keep this position in a changing market and with other fossil fuels working on their environmental impacts. The International Gas Union (IGU) therefore started a life-cycle initiative for the natural gas chain. The aim is to collect and structure industry data on consumptions and emissions along the life cycle of natural gas. The CE report describes the initiation of the life-cycle inventory and intitial findings. One of the main issues in the natural gas chain is the loss of product through fugitive emissions and venting or flaring. Natural gas &amp;ndash; methane &amp;ndash; has a high global warming impact and therefore product loss and climate impact are closely related. This means that reducing losses leads to improved economic as well as environmental performance. In order to identify the &amp;ndash; most attractive &amp;ndash; options for improvement, further expansion of the life-cycle database is desirable. Nevertheless, the data collected in this project do cover a fair fraction of the global volume and give useful first insight into issues as well as options along the gas chain.]]></description>
			<pubDate>Fri, 08 Oct 2010 12:48:55 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Energy in the greater Rotterdam region 2007]]></title>
			<link>http://www.ce.nl/publicatie/energy_in_the_greater_rotterdam_region_2007/568</link>
			<guid>http://www.ce.nl/publicatie/energy_in_the_greater_rotterdam_region_2007/568</guid>
			<description><![CDATA[For a number of years several local government agencies in the Rijnmond industrial area round Rotterdam have been collaborating on an environmental monitoring programme, publishing a comprehensive environmental status report each year, the MSR review. Given the relevance of energy issues for Rotterdam, this year energy was in the spotlight and CE Delft was commissioned to prepare a thematic sub-report entitled ‘Energy in Rijnmond’, providing a detailed review of Rijnmond’s energy flows. For each of the relevant policy target groups the report inventories emissions, trends, possible abatement measures and the roles and responsibilities of stakeholders. One of the areas of focus is the industry/energy complex, because of the massive flows of energy and CO2 in this area and the substantial investments scheduled in the years ahead. The report concludes with recommendations on regional policies and how they might be monitored.

The report will be used to underpin the Rotterdam Climate Initiative, an ambitious plan drawn up by local government in the Rotterdam district to secure a 50% cut in greenhouse gas emissions by 2025. In May 2007 a delegation from the city presented the English-language version to Bill Clinton, leader of the New York-based Clinton Climate Initiative.

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
		</item>
		
		        
		<item>
			<title><![CDATA[Allocation of allowances for aviation in the EU ETS]]></title>
			<link>http://www.ce.nl/publicatie/allocation_of_allowances_for_aviation_in_the_eu_ets/575</link>
			<guid>http://www.ce.nl/publicatie/allocation_of_allowances_for_aviation_in_the_eu_ets/575</guid>
			<description><![CDATA[At the end of 2006, the European Commission put forward a proposal for inclusion of aviation emissions in the EU ETS. WWF UK asked CE Delft to study one particular aspect of this proposal, namely the initial allocation of allowances to aircraft operators. We have looked specifically at:

    The interaction between allocation method and the likelihood that costs of allowances are passed through.
    How the allocation method may affect emission reductions within the aviation sector.
    The impact of high levels of auctioning on the profitability of the aviation sector.

One of the findings is, that in its current form, the Commission's proposal may give rise to 'opportunity benefits', apart from the opportunity costs generally involved with emissions trading. The reason is that the proposal is based on updated benchmarking, during the years that are used for updating the benchmark, airlines may have an incentive to produce below their marginal costs, so to obtain more emission allowances for future periods. Based on the analysis of the likelihood that costs will be passed through to airline customers, the report concludes that if 100% of the allowances were to be auctioned, the impact on the profit margin of airlines would be minimal.]]></description>
			<pubDate>Fri, 08 Oct 2010 12:52:54 +0200</pubDate>
			<category>Algemeen</category>
		</item>
		
		        
		<item>
			<title><![CDATA[Eco-labelling: to be or not to be? : Desirability of eco-labels from an environmental and poverty perspective]]></title>
			<link>http://www.ce.nl/publicatie/eco-labelling%3A_to_be_or_not_to_be_%3A_desirability_of_eco-labels_from_an_environmental_and_poverty_perspective/542</link>
			<guid>http://www.ce.nl/publicatie/eco-labelling%3A_to_be_or_not_to_be_%3A_desirability_of_eco-labels_from_an_environmental_and_poverty_perspective/542</guid>
			<description><![CDATA[Eco-labelling is increasingly considered as a market instrument to bring about greater sustainability of human consumption and production patterns. At the same time, however, the application of labelling is controversial. Concerns have been raised on its actual environmental effectiveness and on its impact on growth and poverty alleviation in developing countries. The fear is that eco-labels act as barriers to trade. 

Government agencies operating in the field of environmental management and poverty alleviation need to take a position in the debate on ‘eco-labelling; to be or not to be?’. This report aims to help defining this position. A theoretical framework with key indicators of labelling impacts is developed. Subsequently, two existing labelling schemes are evaluated: the Forest Stewardship Council (FSC) and Marine Stewardship Council (MSC) label. 

The main conclusion is that the desirability of eco-labelling is limited at the moment. When eco-labels grow to be successful, they are likely to become undesirable from a poverty perspective, whereas their ability to solve environmental problems remains uncertain. Therefore, the government is advised to solely support eco-labelling in its role as market participant. As a regulator it should not be heavily involved in eco-labelling; leave these initiatives to the markets. ]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Nappy waste disposal]]></title>
			<link>http://www.ce.nl/publicatie/nappy_waste_disposal/562</link>
			<guid>http://www.ce.nl/publicatie/nappy_waste_disposal/562</guid>
			<description><![CDATA[This study, an update of a study from 2003, analyses the environmental impacts, costs and hygiene pros and cons of various means of nappy waste disposal. Four routes were examined:

    collection with the residual fraction of household waste and incineration in a municipal waste incinerator;
    collection with the green waste fraction, with subsequent composting;
    collection as green waste, with subsequent bio-digestion;
    separate collection and processing using the Knowaste process.

The study concludes that the first route, municipal incinerator, is the most attractive. In the composting and bio-digestion routes the presence of super-absorbent polymers (SAPs) and faeces are a problem. Separate nappy collection and processing causes by far the highest greenhouse gas emissions, owing to the high energy consumption of the processes.]]></description>
			<pubDate>Fri, 08 Oct 2010 13:07:11 +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[Manual for Social Cost-Benefit Analysis for Environmental Policy Issues]]></title>
			<link>http://www.ce.nl/publicatie/manual_for_social_cost-benefit_analysis_for_environmental_policy_issues/565</link>
			<guid>http://www.ce.nl/publicatie/manual_for_social_cost-benefit_analysis_for_environmental_policy_issues/565</guid>
			<description><![CDATA[In drawing up new environmental policy plans, Dutch policy-makers are making increasing use of social cost-benefit analyses (SCBAs). Within the space of a few years there have been SCBAs on the phasing out of LPG, soil remediation, waste policy, offshore wind farms and several other issues. At the European level, too, policy-makers are turning more and more to SCBAs when drawing up policies as well as for identifying areas where new policy is required. 

In the Netherlands SCBAs are performed according to the so-called OEI Manual. However, this document was written specifically with investments in infrastructure in mind and before it can be used for environmental policy SCBAs it needs adapting on a number of points. A special SCBA Manual has therefore been prepared for use by environmental policy-makers. Although the manual runs parallel to the OEI Manual in most respects, there is a difference in focus on a number of specific issues, in particular policy costs, policy cost-effectiveness, project-related risks, and assessment and financial valuation of environmental impacts. 

The manual sets out eleven concrete steps to be followed when drawing up an SCBA and defines the respective roles of those commissioning the analysis and those performing it. There is considerable focus on the presentation of results, because it is these that guarantee proper transfer of responsibilities from analysts to principals. 
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +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[Unforeseen profits from a green energy subsidy scheme]]></title>
			<link>http://www.ce.nl/publicatie/unforeseen_profits_from_a_green_energy_subsidy_scheme/566</link>
			<guid>http://www.ce.nl/publicatie/unforeseen_profits_from_a_green_energy_subsidy_scheme/566</guid>
			<description><![CDATA[Over the past few years the Dutch government has granted more subsidies to increase the profitability of investments in on-shore wind-power projects than were in hindsight needed. In many cases the level of subsidisation was such that returns on investment were higher than what the market generally dictates; in other words, considerable extra profits were made. One of the main reasons is that the government underestimated the price of electricity.

This is the principal conclusion of a study carried out by CE Delft for the Netherlands’ Court of Audit (Algemene Rekenkamer). Last year the so-called MEP subsidy scheme for green power generation was discontinued. Under this scheme producers of electricity from biomass, solar, wind and water were eligible for a fixed subsidy per kWh. However, the sums paid out threatened to get out of hand and it was estimated, moreover, that the Netherlands would  manage to secure its target of generating 9% of domestic power sustainably by 2010 on the basis of the subsidies already issued. 

Meanwhile, though, the cabinet has formulated a higher target and announced its intention to set up a new green power subsidy scheme. The challenge in designing a follow-up to the original MEP will be to ensure equal effectiveness, but at less cost to government coffers. 

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[New generating plant in the Netherlands]]></title>
			<link>http://www.ce.nl/publicatie/new_generating_plant_in_the_netherlands/564</link>
			<guid>http://www.ce.nl/publicatie/new_generating_plant_in_the_netherlands/564</guid>
			<description><![CDATA[Every power station has an impact on human health and the environment, not just through its own direct emissions, but also because of the supply chain emissions of the fuel it burns. The question therefore arises: does new generating capacity come at a reasonable price for consumers and society as a whole? With all the plans being floated for new power plant in the Netherlands, CE Delft has examined how these impacts (&iuml;&iquest;&frac12;external costs&iuml;&iquest;&frac12; in economic terms) pan out for various kinds of power station, viz.:

    100% biomass (from waste wood);
    pulverised coal, with and without added biomass;
    coal gasification;
    natural gas (in a combined cycle plant);
    nuclear.

For valid comparison, all types of plant were taken to have a capacity of 1,000 MW and an annual output of 7,500 GWh. Impacts were assessed both with and without CO2 capture and sequestration and for two locations: Eemshaven and Maasvlakte. The analysis covered not only supply chain emissions, but also accidents, again down the full chain. In the case of CO2 emissions&amp;nbsp;a global environmental problem for which quantitative estimates of damage are still hard to give&amp;nbsp;calculations were made using several alternative prices. Of the non-nuclear options, coal-fired plant has the highest external costs per kWh output and biomass-fired plant burning waste wood the lowest. Only with a very low price of 9 euro/tonne assigned to CO2-related damage does gas-fired plant score best on external costs. It is only with coal-fired plant that impacts between the two alternative locations differ to any real extent, owing mainly to wind-blown dispersal of coal dust during fuel delivery and storage. By far the most dominant factor in external costs are CO2 emissions. If these are captured and sequestered, the external costs therefore fall substantially, particularly in the case of coal-fired plant. For biomass-fired plant these costs even become negative, i.e. there are net benefits. However, it is still unclear how soon this technology will be ripe for practical implementation. In the case of nuclear power, external costs are virtually independent of the price assigned to CO2 impacts, and the same holds for plant location. However, aggregate supply-chain impacts depend very much on where the uranium fuel is sourced, as radioactive emissions at mining and processing facilities are very much lower if these facilities are operated according to &iuml;&iquest;&frac12;best practice&iuml;&iquest;&frac12;. As a result, the health and environmental impacts of a kWh of nuclear power may vary by up to a factor 100.]]></description>
			<pubDate>Fri, 08 Oct 2010 13:01:41 +0200</pubDate>
			<category>Algemeen</category>
		</item>
		
		        
		<item>
			<title><![CDATA[Understanding policy instruments for ambitious targets]]></title>
			<link>http://www.ce.nl/publicatie/understanding_policy_instruments_for_ambitious_targets/721</link>
			<guid>http://www.ce.nl/publicatie/understanding_policy_instruments_for_ambitious_targets/721</guid>
			<description><![CDATA[Under its ‘energy transition’ policy, the Netherlands aims to halve CO2 emissions in the built environment in 2030 compared with1990. This report is concerned with the simulation of policies to achieve that target. Policy simulations provide highly instructive insights into this kind of complex problem and facilitate users in the search for solutions, moreover.

According to research by Dutch planning agencies, the existing array of policies will not be enough to secure the envisaged emission targets: in the best case, no more than 10% reduction will be achieved. More drastic measures are therefore needed. This will mean further intensification of current policies, but above all introduction of tougher new regulations, a system of carbon emission rights and/or a further increase in energy taxes. By thus increasing use of clean energy and promoting more efficiently designed buildings/plant/equipment as well as more efficient use thereof, it will be possible to achieve the targets.

Policy simulations are an innovative addition to existing kinds of policy studies and can yield insight the dynamics and effects of a range of policies. A policy simulation allows the professionals involved to themselves experience the consequences of new policy within a short space of time. In a simulation exercise, different policy options can be straightforwardly compared, with their social and environmental impacts being highlighted in very penetrating fashion. In addition, the participants gain a better understanding of their own role in the policy ultimately proposed. 

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Directive in sight]]></title>
			<link>http://www.ce.nl/publicatie/directive_in_sight/561</link>
			<guid>http://www.ce.nl/publicatie/directive_in_sight/561</guid>
			<description><![CDATA[Article 9 of European directive 2006/32/EC on energy end-use efficiency and energy services, issued in 2006, states that member states must repeal or amend any legislation or regulations that unnecessarily or disproportionately impedes or restricts implementation of the directive. This study reviews the extent to which such problems exist in the Netherlands and what steps can be taken to address them. Its specific focus is on financial instruments designed to encourage energy efficiency among all categories of end-users in the Netherlands, except those participating in the European Emissions Trading Scheme. The study identifies the barriers to various kinds of grants, funding and other financial schemes on offer from energy service suppliers.

The results show that at the moment the most relevant barriers arise more from a lack of legislation and regulations rather than any kind of mutual conflict. This is particularly true of legislation on pollution monitoring and groundwater issues. 

Among the potential impediments identified are elements of the Environmental Protection Act, the Waste Substances Act and food safety regulations. In most cases these barriers are understandable and intentional, i.e. intended to guarantee the safety, health or welfare of project principals and residents, and cannot therefore be termed unnecessary or disproportionate. In the case of the Waste Substances Act there does appear to be an unnecessary barrier, though, and steps are now being taken to address the problem. 

Apart from the instances cited, market parties regularly encounter problems relating to the Tenancy Act. Closer examination shows that the barrier lies not so much in the Act itself, but in how the term ‘individual freedom’ is interpreted in tenant-landlord contracts. This means the problem lies outside the scope of directive 2006/32/EC.  

Finally, there is the issue of administrative charges, cited by many market parties as constituting an unnecessary or disproportionate barrier to the effective working of energy efficiency subsidies and funding. The report concludes that much is already being done to reduce these charges, one current area of focus being energy-related charges. 
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
		</item>
		
		        
		<item>
			<title><![CDATA[Zuid-Holland Provincial Air Quality Action Plan]]></title>
			<link>http://www.ce.nl/publicatie/zuid-holland_provincial_air_quality_action_plan/521</link>
			<guid>http://www.ce.nl/publicatie/zuid-holland_provincial_air_quality_action_plan/521</guid>
			<description><![CDATA[The Zuid-Holland provincial authority has drawn up a Provincial Air Quality Action Plan and asked CE Delft to analyse the effectiveness of the constituent measures in terms of cutting emissions of nitrogen dioxide (NOx) and airborne particulates (PM10).

The analysis focused on two categories of measures:The A list, comprising measures already implemented by the provincial authority or in the process of being so and measures certain to be taken in the future.The B list, comprising measures that may be implemented by the authority, but are still the subject of further deliberation.Impact of A-list measures
The sum total of A-list measures will lead to estimated emission cuts of over 380 tonnes NOx and 27 tonnes PM10. Over 90% of this reduction potential can be achieved with just 4 of the 19 A-list measures:sustainability-based tenders for civil works and government supplies;emission requirements for public transport concessions;tackling hotspots along major through-roads;centralised energy systems for the Valkenburg construction project.Impact of B-list measures
The sum total of B-list measures will lead to estimated cuts of 9 tonnes NOx and 0.5 tonne PM10. Compared with the A-list measures, the B-list package offers far less reduction potential. In part, this is because some of the proposed measures were too sketchy to calculate their likely impact. We do not anticipate them having any major impact, though. No independent impact was ascribed to several other measures, moreover, as they are too aligned with measures from the A list, with their impact already effectively included in that review. 
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Background data on electricity labelling 2006]]></title>
			<link>http://www.ce.nl/publicatie/background_data_on_electricity_labelling_2006/518</link>
			<guid>http://www.ce.nl/publicatie/background_data_on_electricity_labelling_2006/518</guid>
			<description><![CDATA[Since 1 January 2005 Dutch electricity suppliers must provide information on the source of their supplies and to comply with these labelling obligations they require national production data. These data were compiled by CE and used to determine the overall fuel mix of Dutch electricity supplies in the year 2006, with the following results: natural gas (over 50%), coal (25%), nuclear (8.5%) and renewables (12%). The environmental impact of this mix, in terms of CO2 emissions and radioactive waste, is 458 g CO2 per KWh and 0.000254 g nuclear waste per KWh.]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[	Biofuels and their global influence on land availability for agriculture and nature]]></title>
			<link>http://www.ce.nl/publicatie/%09biofuels_and_their_global_influence_on_land_availability_for_agriculture_and_nature/505</link>
			<guid>http://www.ce.nl/publicatie/%09biofuels_and_their_global_influence_on_land_availability_for_agriculture_and_nature/505</guid>
			<description><![CDATA[At the request of Unilever International, CE Delft has carried out a pilot study on biomass-based transport fuels and their impact on global land use. Not only in the Netherlands and the EU but elsewhere, too, demand for biofuels has risen sharply in recent years, in response to (new) government policy rewarding use of these fuels or making it compulsory. It is anticipated that policies in this area will be further intensified in the years ahead, implying to a continuation of this trend. Production of these biofuels requires immense quantities of raw materials. At the moment these are the same agricultural crops as those used by the food industry, which has led to direct competition between biofuel companies and food producers. To meet this added demand for raw materials, moreover, the amount of land being cropped worldwide is being extended ever further, threatening biodiversity at both the regional and global scale. 

One way to reduce both competition with the food industry and impacts on nature and biodiversity is to opt for biofuels embodying high CO2 cuts per hectare. This will require innovation in both agriculture and biofuel technology, as detailed in this report along with several other conclusions.]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +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>
		</item>
		
		        
		<item>
			<title><![CDATA[Energy consumption in the animal feed supply chain]]></title>
			<link>http://www.ce.nl/publicatie/energy_consumption_in_the_animal_feed_supply_chain/520</link>
			<guid>http://www.ce.nl/publicatie/energy_consumption_in_the_animal_feed_supply_chain/520</guid>
			<description><![CDATA[The concentrate fed to Dutch livestock embodies at least 62 PJ primary energy consumption, over half of it outside the Netherlands. On average, transport is responsible for a quarter of the energy used, and crop cultivation, including fertiliser use, for 30%. Soya waste is the raw material contributing most to energy use: 18% in 2004. 

In this way, the indirect energy consumption embodied in concentrated feed is responsible for over half the overall energy used by the sectors in question (dairy and meat (processing)). This means there is plenty of scope for improving overall energy efficiency by supply chain measures. In the sectors in question there is major potential for elaborating the kind of “wide-scope” themes mentioned in the Second Long-Term Energy Efficiency Agreements (MJA2), especially as concentrate makes up a substantial share of producer costs. 

This inventory, commissioned by Senternovem, provides interested parties with an extensive review of energy consumption in animal feed (raw material) supply chains. With this information, businesses can get to work under MJA2 or the so-called DKE programme.  
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Coalitions for Energy Innovation in Europe*]]></title>
			<link>http://www.ce.nl/publicatie/coalitions_for_energy_innovation_in_europe%2A/751</link>
			<guid>http://www.ce.nl/publicatie/coalitions_for_energy_innovation_in_europe%2A/751</guid>
			<description><![CDATA[The ‘Energy Transition’ is a Dutch government initiative that seeks to achieve a struc-tured transition to sustainable energy systems. While current energy policy is con-cerned with securing targets for the year 2010, the Transition programme focuses spe-cifically on the period thereafter. The Dutch government is keen to share this approach with international partners and create alliances for the future. 

At the request of the Interdepartmental Programme on Energy Transitions (IPE) and in collaboration with the Clingendael International Programme (CIEP), CE Delft has car-ried out a pilot study to identify potential European partners for an Energy Transition approach at a strategic political and international level. The project’s guidance commit-tee comprised Messrs. F. Vollenbroek (IPE), F. Dietz (IPE), F. Berkhout (Free Univer-sity of Amsterdam) and E. Breunesse (Shell). 

The procedure adopted was to draw up a series of selection criteria, which were used to perform a quick scan of the 25 EU countries with respect to energy innovation. This led to selection of 6 countries, which were then subjected to a more detailed SWOT analysis. Representatives of these countries (Denmark, Germany, Poland, Spain, Swe-den and the United Kingdom) were then invited to a workshop in The Hague on 24 No-vember 2006 to launch joint actions and/or coalitions, using the SWOT analysis as a background document. 
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
		</item>
		
		        
		<item>
			<title><![CDATA[A greenhouse gas calculation methodology for biomass-based power, heat and fuels*]]></title>
			<link>http://www.ce.nl/publicatie/a_greenhouse_gas_calculation_methodology_for_biomass-based_power%2C_heat_and_fuels%2A/567</link>
			<guid>http://www.ce.nl/publicatie/a_greenhouse_gas_calculation_methodology_for_biomass-based_power%2C_heat_and_fuels%2A/567</guid>
			<description><![CDATA[A Dutch government commission is currently drawing up sustainability criteria for the production of electricity, heat and transport fuels from biomass. At their request, CE Delft has elaborated a methodology for calculating the species and quantities of greenhouse gases emitted in the respective processes. The study was carried out in partnership with Utrecht University and in consultation with other, international experts. 

For more information, contact project leader Geert Bergsma, bergsma@ce.nl, of tel. 015 2150 150.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Size, Structure and Distribution of Transport Subsidies in Europe]]></title>
			<link>http://www.ce.nl/publicatie/size%2C_structure_and_distribution_of_transport_subsidies_in_europe/539</link>
			<guid>http://www.ce.nl/publicatie/size%2C_structure_and_distribution_of_transport_subsidies_in_europe/539</guid>
			<description><![CDATA[In this study (commissioned by the European Environment Agency) CE Delft, Ecologic and TU Dresden have made an overview of transport subsidies in Europe. After collecting data on all kinds of fiscally relevant, transport-related subsidies, a lower bound for the overall level of European fiscal support to transport has been estimated. These kinds of support include direct grants but also excemptions for taxes or charges and public investments in infrastructure.]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
		</item>
		
		        
		<item>
			<title><![CDATA[Energy Conservation Dossier]]></title>
			<link>http://www.ce.nl/publicatie/energy_conservation_dossier/507</link>
			<guid>http://www.ce.nl/publicatie/energy_conservation_dossier/507</guid>
			<description><![CDATA[The Energy Conservation Dossier is a comprehensive review of energy saving in the Netherlands. It explains what energy conservation is and how it can be encouraged. The dossier has been published by Sdu as one of a series of dossiers put out by the Dutch journal Stromen.

The dossier shows there is still major scope for energy saving as well as plenty of reasons to do so. It also explains how the policies of the Dutch government and the European Commission tie in with and seek to promote the various conservation options. The question of how additional energy savings can be achieved is discussed on a number of occasions. A major portion of the dossier is devoted to concrete conservation measures, particularly in the built environment, on business estates and in the transport sector. A separate section deals with the avenues available to local government. The options are illustrated with reference to several real-world projects.

One energy-saving concept elaborated for one of the first times at greater length in this dossier is ‘resistance costs’. Many conservation measures often meet with resistance, impeding utilisation of the savings potential they embody. The dossier makes a number of suggestions as to how this resistance might be addressed.

]]></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>
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		<item>
			<title><![CDATA[Greenhouse Gas Emissions for Shipping and Implementation for the Marine Fuel Sulphur Directive]]></title>
			<link>http://www.ce.nl/publicatie/greenhouse_gas_emissions_for_shipping_and_implementation_for_the_marine_fuel_sulphur_directive/513</link>
			<guid>http://www.ce.nl/publicatie/greenhouse_gas_emissions_for_shipping_and_implementation_for_the_marine_fuel_sulphur_directive/513</guid>
			<description><![CDATA[This report is a scoping study for greenhouse gas policy for maritime transport and it develops guidance for the implementation of the Marine Fuel Sulphur Directive. It comprises four sections that can be read independently.

On greenhouse gas policy, the report concludes that the most promising policy options to consider is extending ETS to maritime transport. If this turns out to be not feasible, the EC could consider differentiating harbour dues on the basis of an efficiency indicator or introducing a maximum limit value of such an indicator for ships calling at EU ports. The current IMO CO2 index is not considered to be a suitable efficiency indicator for these two latter options.

On implementation of the Marine Fuel Sulphur Directive, the report explores the different compliance options that ship operators have and the costs of each of these options. Special attention is given to exhaust gas cleaning systems, but as most of these technologies are not commercially available yet, conclusions have to be based on reports on technical trials. The report also explores the possibilities for States to enforce compliance with the directive. 

Section A contains guidance for the implementation of the Marine Fuel Sulphur Directive (2005/33/EC). Germanischer Lloyd is the main author of this section.
Section B describes the current experiences with the IMO CO2 index and provides recommendations for its use. MARINTEK is the main author of this section.
Section C is a technical report on sulphur abatement technologies. DNV is the main author of this section.
Section D develops and assesses policy options for the reduction of greenhouse gas emissions of shipping. This section has been written by CE Delft.

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
		</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[Energy conservation: fiscal and financial options]]></title>
			<link>http://www.ce.nl/publicatie/energy_conservation%3A_fiscal_and_financial_options/493</link>
			<guid>http://www.ce.nl/publicatie/energy_conservation%3A_fiscal_and_financial_options/493</guid>
			<description><![CDATA[This report, commissioned by the Dutch environment ministry following a parliamentary motion on the issue, examines fiscal and financial options for energy saving in the built environment. Such measures can be designed to tie in with Energy Performance certification for dwellings and other buildings, scheduled for introduction in mid-2007.

The conclusions are as follows:The envisaged annual rate of energy conservation in the built environment (1.3% as of 2008, 1.5% as of 2012) cannot be achieved with the policies in place today; perhaps worse, these policies fail to tap into many of the options with a pay-back of less than 4 to 6 years.To increase the tempo of energy savings, overcome resistance and instil a sense of urgency requires policies that oblige parties to improve the energy performance of their entire building stock.Fiscal and financial instruments can be designed to specifically address the remaining barriers and instances of market failure. This means an array of dedicated measures targeting the following groups:
Private housing: A discount on property transfer tax may be an effective instrument, particularly because of the scope for tying in with renovation work. After all, property sale is often taken as a natural opportunity for structural renovations like insulation or purchase of energy-efficient equipment and appliances.Social housing: Greater weight should be given to energy efficiency in housing valuation procedures, to give housing corporations greater flexibility to ask more rent for low-energy dwellings, which occupants can then compensate with the lower energy bill. Experience has shown that renovation projects provide substantial scope for CO2 cuts without a need for any increase in overall gross monthly rent (i.e. inclusive of energy costs).Utility buildings: Energy conservation agencies can develop new funding modes and administrative structures that allow owners to make a better job of weighing up the costs and benefits of conservation measures. A key problem in the utility sector is that owner-investors have nothing to gain from their investments, through a lower energy bill or greater comfort; there is thus a split incentive. 
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Evaluation of the Longlite QL3]]></title>
			<link>http://www.ce.nl/publicatie/evaluation_of_the_longlite_ql3/485</link>
			<guid>http://www.ce.nl/publicatie/evaluation_of_the_longlite_ql3/485</guid>
			<description><![CDATA[Oxxio, working in collaboration with Longlite, has plans to launch an attachment for a light bulb which it holds can cut the energy consumption of the bulb without reducing the illumination provided, at the same time achieving a substantial increase in bulb lifetime. As traditional light bulbs still account for a major share of the market and users consciously opt for this type of light source for certain applications, the new product could have significant benefits.

In part-cooperation with Eindhoven Technological University’s Light Laboratory, CE Delft has evaluated these claims and the associated environmental gains. The main conclusion is that the so-called QL3 attachment does indeed cut energy consumption, by 12.2% on average. There is a decrease in illumination, though, such that the total lighting efficiency, expressed in lumen per watt, also declines. Although the claim that the QL3 extends bulb lifetime was not tested experimentally, a study of the documentation provided makes this very plausible.]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Background document to the Drenthe Provincial Air Quality programme, 2007 - 2010]]></title>
			<link>http://www.ce.nl/publicatie/background_document_to_the_drenthe_provincial_air_quality_programme%2C_2007_-_2010/508</link>
			<guid>http://www.ce.nl/publicatie/background_document_to_the_drenthe_provincial_air_quality_programme%2C_2007_-_2010/508</guid>
			<description><![CDATA[As the background document to the Drenthe Provincial Air Quality programme shows, in 2006 current air quality standards were not exceeded in this province on any occasion. Based on current spatial plans and economic developments in the province, in 2010 too there seems little likelihood of air quality standards being exceeded. 

The air in Drenthe is thus relatively clean. But given the various uncertainties surrounding trends in air pollution (likely development of large-scale background particulate and NO&not;2concentrations, and possible introduction of more stringent European standards for particulates), we advise the Provincial Executive to monitor developments carefully. To this end, the report proposes a coherent basket of measures, which have meanwhile been implemented in a special provincial programme.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Traffic measures to reduce NEC emissions]]></title>
			<link>http://www.ce.nl/publicatie/traffic_measures_to_reduce_nec_emissions/489</link>
			<guid>http://www.ce.nl/publicatie/traffic_measures_to_reduce_nec_emissions/489</guid>
			<description><![CDATA[Under the terms of the European National Emission Ceilings (NEC) directive 2001, the Netherlands has set ceilings for a number of substances to combat acidification and air pollution. These ceilings, for oxides of sulphur and nitrogen, non-methane volatile organics and ammonia, will come into force in 2010. No moves have yet been made at the European level to introduce an emission ceiling for particulates (PM10), but as these are a major contributor to air pollution and will certainly be covered by the next NEC review (ceilings for 2020), PM10 is already included in the Netherlands’ own annual reports. In this country the ceilings for the respective pollutants are allocated across the following sectors: industry, energy and refineries; transport; consumers; trade, services and government; and agriculture. Under the NEC directive, the Netherlands must report at regular intervals on the progress made on achieving these ceilings.  By year’s end 2006, the country must file an official report with the EU on the NEC ceilings for 2010. 

Against this background, the Dutch Environment ministry asked CE Delft to help them assess the impact of a series of additional measures to secure the NOx ceiling for the transport sector by 2010. In the report on this particular sector, the following  options are included, all of which were quantitatively assessed for their impact:Promotion of  EURO-6 for heavy vehicles and passenger vehicles.Reduction of sulphur content of so-called ‘red diesel’.Reduction of sulphur content of inland shipping fuel.Incentive scheme for vehicles running on natural gas.Quayside electricity for inland shipping.Differentiation of harbour dues for maritime shipping.A tax on airline tickets.European introduction of a kerosene tax.Emissions trading for aviation.Incentives for clean engines in the fishery fleet.Budget-neutral increase of diesel excise duty via reduction of vehicle tax.As 11, but via reduction of petrol duty.Joint reduction of emissions by industry and inland shipping.Retrofit of SCR filters on heavy road vehicles.]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[High-energy nature on and around the De Veluwe national park]]></title>
			<link>http://www.ce.nl/publicatie/high-energy_nature_on_and_around_the_de_veluwe_national_park/494</link>
			<guid>http://www.ce.nl/publicatie/high-energy_nature_on_and_around_the_de_veluwe_national_park/494</guid>
			<description><![CDATA[This report, commissioned by the Shell Research Foundation, describes a concept for harvesting more biomass for energy on and around the Netherlands’ De Veluwe national park in such a way that nature comes out stronger. Its implementation would allow biomass to make a welcome contribution to nature conservation and nature development. 

Dutch conservation policy is not on track, witness recent reports from the National Auditor’s Office and the Netherlands Environmental Assessment Agency, among others. New ‘push factors’ for nature development are therefore urgently needed. From the perspective of the transition to sustainable energy systems, too, ‘high-energy nature’ is important. In many energy scenarios biomass is set to play an ever greater role, but there are major concerns that this trend will be at the expense of nature, biodiversity and food production. The concept elaborated in this report shows that, if properly organised, biomass can make a positive contribution.

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Three minutes’ wait – off with the engine!]]></title>
			<link>http://www.ce.nl/publicatie/three_minutes%92_wait_%96_off_with_the_engine%21/466</link>
			<guid>http://www.ce.nl/publicatie/three_minutes%92_wait_%96_off_with_the_engine%21/466</guid>
			<description><![CDATA[Many people are irritated by drivers who leave their engine running unnecessarily while their vehicle is stationary. Participants in the project “Public Agendas and Citizen Participation”, set up by the Dutch Environment ministry (VROM), wanted to know whether public health would benefit if there was less unnecessary idling of car engines. In collaboration with TNO, CE Delft has looked at two pollution hotspots where idling is known to be frequent. 

The following conclusions were drawn:For the average Dutch car, it makes sense to switch off the engine if it is likely to be running for three minutes or more. At ‘idling hotspots’ like taxi ranks, bridges and bus stations, drivers are already being informed about the negative impact of their behaviour, although with no compulsion to change it.While temporary cutting of vehicle engines reduces emissions, the overall impact on air quality is only limited.Based on this study, we recommend not to use air quality as the central motive for any policy on idling vehicle engines. Drawing attention to greenhouse gas emissions, fuel wastage and other negative aspects of road transport would appear to be better motives.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<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[Reflecting housing energy performance in property tax]]></title>
			<link>http://www.ce.nl/publicatie/reflecting_housing_energy_performance_in_property_tax/492</link>
			<guid>http://www.ce.nl/publicatie/reflecting_housing_energy_performance_in_property_tax/492</guid>
			<description><![CDATA[As yet, there is still very little ‘greening’ of the tax system at the local level. This is surprising, because the overall extent of local taxation is on the rise and local government today has major responsibilities in implementing national environmental policy. Property valuation, in particular, offers perspectives for supporting the policy target of more sustainable construction and renovation of private dwellings. In this study, commissioned by SenterNovem, the key question addressed is whether reducing the property tax in proportion to a building’s energy performance is feasible in legal terms, i.e. whether relevant Dutch legislation (Municipalities Act, Property Valuation Act) provide local authorities the power to take such fiscal action.]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Strategic Environmental Assessment of the Zuiderzee rail link]]></title>
			<link>http://www.ce.nl/publicatie/strategic_environmental_assessment_of_the_zuiderzee_rail_link/496</link>
			<guid>http://www.ce.nl/publicatie/strategic_environmental_assessment_of_the_zuiderzee_rail_link/496</guid>
			<description><![CDATA[As part of the Structural Vision procedure for the proposed Zuiderzee rail link between Amsterdam and the north of the Netherlands, a Strategic Environmental Assessment (SEA) was carried out on the so-called Regional Package elaborated as one of the alternatives to the link, looking specifically at major economic projects with a spatial planning dimension, known in the jargon as ‘spatio-economic projects’.   

In the current planning phase (go or no-go for the rail link), the aim of these SEAs is to inventory, in broad brushstrokes, the main environmental impacts of the various alternatives so these can be duly considered in the upcoming decision.

As far as can be judged at present, it seems unlikely that the spatio-economic projects in the Regional Package will generate any really significant environmental impacts. The ZEPP power station, the Multi-Biorefinery, the Groningen ‘Central Zone’ and possibly expansion of the TT motorcycle racing circuit at Assen are anticipated to have the greatest impact. In the case of ZEPP, there is a risk of CO2 escaping from the subsurface and during transport, as well as of changes to local hydrology. On the other hand, the use of clean power generation technology will mean lower CO2 and NOx emissions. The Multi-Biorefinery may lead to environmental gains in terms of water quality, air pollutant emissions and energy consumption. One risk here is the possibility of stench nuisance. In the ‘Central Zone’, a general increase in the scale of economic activity, and particularly in transport movements (people and goods) may have a negative impact on the living environment. The infrastructure measures to the south of Assen racing circuit may have an impact on biodiversity. As no precise locations have yet been indicated, however, the impact on nature areas forming part of the Ecological Main Structure is unclear. According to the information available, 200 ha ‘nature compensation’ will be required for the development work around the circuit.

Apart from these projects, few significant, direct, primary environmental impacts are anticipated. There may well be substantial secondary impacts, though, both positive and negative, as projects are scaled up, say, or owing to knock-on effects. This will be of greatest relevance for changes in agricultural cropping patterns and the energy supply. 

A more general secondary impact of the Regional Package will be an overall increase in economic activity in the north of the Netherlands. This will generate extra traffic and lead to development of additional commercial and housing estates. All of this will in turn again have a range of environmental impacts. This is also true of the so-called ‘accessibility alternatives’, however, although compared with full implementation of the Zuiderzee rail link the Regional Package will probably have less impact in this respect.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Survey sustainable Biomass]]></title>
			<link>http://www.ce.nl/publicatie/survey_sustainable_biomass/468</link>
			<guid>http://www.ce.nl/publicatie/survey_sustainable_biomass/468</guid>
			<description><![CDATA[As part of an array of strategies to combat climate change, biomass is being used increasingly as a substitute for fossil fuels. It is important that the sustainability benefits thus accruing to the Netherlands are not at the expense of sustainable development in producer countries. Against this background the ‘Sustainable biomass imports’ project group, chaired by Professor Jacqueline Cramer, is developing a set of criteria for evaluating the sustainability of biomass projects. 

To assess support for such criteria, CE conducted an internet survey among the various stakeholders (NGOs, industry, government), drawing a total of 104 responses. This report presents all the results and conclusions of the survey, for each category of stakeholders and overall. 

Among the most striking conclusions are the following:The majority of respondents see a sustainability audit on biomass as feasible, provided the sustainability criteria are adequate for the purpose (68%).Almost all the respondents are of the opinion that such sustainability criteria should apply to all applications of biomass (90%).On the issue of whether these criteria should vary according to the producer region concerned, respondents were divided (50% for, 50% against).Many NGOs state there should be different sustainability criteria in force for different biomass flows (50%), in contrast to industry, which argues for a uniform set of criteria for all flows.Most respondents hold that any biomass criteria should apply to both subsidised and unsubsidised projects.At the same time, a sizable majority of respondents state that subsidisation of biomass projects should depend on the degree of sustainability (72%) and in particular on the CO2 emission cuts achieved, this being regarded as the single most important factor.When it comes to the issue of GMO, opinions differ markedly between NGOs and industry, with some 75% of NGOs wanting this aspect included, but only 10% of industry.Respondents also commented on a number of additional issues of their own accord. Attention was drawn surprisingly often to the importance of small holdings, i.e. ‘family farms’, and maximisation of yields and CO2 reductions per hectare of farmland. It is recommended to take this latter issue on board, in part as a means of elaborating the aspect of ‘preventing competition with food production’ in practical terms.Based on the survey results, the report concludes with several concrete recommendations on sustainability criteria for biomass. The report published by the Cramer Commission in August 2006 is largely grounded in these survey results and the accompanying evaluation.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Towards a cleaner vehicle fleet]]></title>
			<link>http://www.ce.nl/publicatie/towards_a_cleaner_vehicle_fleet/465</link>
			<guid>http://www.ce.nl/publicatie/towards_a_cleaner_vehicle_fleet/465</guid>
			<description><![CDATA[The Dutch town of IJsselstein is keen to improve the environmental performance of its fleet of municipal vehicles. To properly assess the environmental impact of the current fleet, as well as the effect, cost and feasibility of various measures to reduce that impact, CE Delft carried out an environmental audit of the fleet, focusing on the scope for reducing emissions of nitrogen oxides (NOx) and particulates (PM10). In particular, the study calculated the emissions reduction that can be achieved by fitting diesel vehicles with particle filters, com-bined with accelerated introduction of new, cleaner vehicles, and the additional annual cost this would mean for the municipal vehicle fleet. ]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[What kind of new generating plant for the Netherlands?]]></title>
			<link>http://www.ce.nl/publicatie/what_kind_of_new_generating_plant_for_the_netherlands/506</link>
			<guid>http://www.ce.nl/publicatie/what_kind_of_new_generating_plant_for_the_netherlands/506</guid>
			<description><![CDATA[In the context of the current Dutch debate on the preferred option for new power stations in the Netherlands, CE Delft has used a cash-flow computer model, developed in-house, to calculate the cost efficiency of various types of generating plant as a function of fuel prices and CO2 prices.

The preferred option for industry and the energy sector is coal-fired generating plant, because of the lower electricity production costs. From the angle of climate policy and NEC policy, renewables or gas-fired stations are preferable, but these have higher production costs. On the other hand, future climate policy is very likely to involve introduction of higher charges for CO2 emissions, which will push up production costs, particularly in the case of coal-fired plant. One solution to this problem might be CO2 capture and sequestration. An alternative is not to go for coal or gas, but for nuclear. 

The main conclusions from CE’s analysis are as follows:From about € 20 - €40 per tonne CO2 upwards, coal-fired and gas-fired power stations with CO2 capture and sequestration are more cost-efficient than those without.With high fuel prices, and considering only CO2 impacts (and not risks or other, environmental impacts), nuclear power is the cheapest option from about € 30 per tonne CO2 upwards.With low fuel prices, Gas Turbine Combined Cycle Plant with CO2 capture and sequestration is structurally cheaper than nuclear. Cogeneration of heat and power is a better option than pure power generation: it reduces CO2 emissions by several hundred kilotonnes, creating a significant difference in the cost efficiency of the two types of plant. ]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[The environmental impact of differentiated parking fees]]></title>
			<link>http://www.ce.nl/publicatie/the_environmental_impact_of_differentiated_parking_fees/464</link>
			<guid>http://www.ce.nl/publicatie/the_environmental_impact_of_differentiated_parking_fees/464</guid>
			<description><![CDATA[By introducing ‘smart’ charges and taxes, municipal authorities can make a major contribution to improving environmental quality. One example of this kind of fiscal strategy is differentiation of parking fees according to a vehicle’s environmental impact. A number of Dutch municipalities (including Amsterdam, Tilburg and Nijmegen, as well as the Association of Dutch Municipalities, VNG) have already shown an interest in differentiated parking tariffs and legislation on municipal governance is to be adapted to allow municipalities to implement this kind of green tax scheme. In support of these changes, information is required on the likely environmental consequences of these kinds of measures. This study looks specifically at the environmental impact of ‘green’ parking fees, if introduced for both resident permit-holders and visitors.

Differentiated parking fees can help encourage in-town use of low-emission vehicles and discourage use of ‘gas guzzlers’. This CE study shows that such differentiation can make a major contribution to reducing the urban emissions of the target groups in question (permit-holders and visitors), although in absolute terms these cuts are fairly limited.  

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[The future of biofeedstocks in the Netherlands]]></title>
			<link>http://www.ce.nl/publicatie/the_future_of_biofeedstocks_in_the_netherlands/495</link>
			<guid>http://www.ce.nl/publicatie/the_future_of_biofeedstocks_in_the_netherlands/495</guid>
			<description><![CDATA[As part of its current assessment of the modalities of a long-term national transition to sustainable energy systems, the Netherlands Environmental Assessment Agency asked CE Delft to conduct an in-depth evaluation of the system option ‘Green Feedstocks’. For this purpose a literature study was carried out and interviews held with six people working ‘in the field’. The study provides insight into the approximate production costs and environmental burden associated with ‘biofeedstocks’, and compares these with the production costs and burden of competing, conventional petrochemical alternatives.

Based on current data, we conclude there are already plenty of technologies available and that in terms of technical feasibility a significant or even very substantial share of today’s chemical feedstocks could in principle be produced from biomass. The two main impediments to market introduction are cost price and unfamiliarity with the product on the part of potential customers. With cost prices sometimes 2 - 3 times higher than those of the conventional petrochemicals being replaced, these alternatives are often only implemented if the petrochemical in question has been banned because of its in-use environmental impact (lubricants, solvents, inks, paints) or in cases where an end-user is keen to promote a ‘green’ image (bioplastics). We found only a limited number of examples of biomass-based production being cheaper than production based on petrochemical feedstocks (ethanol, 1,3-propanediol). 
The main advantages of biofeedstocks, in terms of the life-cycle environmental impact, are the lower toxicity of a range of products during usage (lubricants, solvents, inks, paints). 
In many cases the environmental burden per unit product, in the form of greenhouse gas emissions, is only lower because a petrochemical feedstock has been substituted – and its fossil energy and carbon content therefore saved. However, biofeedstock production processes are often less energy-efficient than their petrochemical counterparts. One possible exception here is production of chemicals with a nitrogen atom. 
 
Another issue is that cultivation of oilseed rape and other protein crops involves significant greenhouse gas emissions because of the need for substantial inputs of nitrogen fertiliser. Most oil and carbohydrate crops are perennials and do not have this drawback.

A third issue when it comes to using dedicated biofeedstock crops is that land requirements may have a major environmental impact if it is unspoilt nature that is being converted to cropland. It is therefore recommended to make maximum use of biomass waste streams, or otherwise crops with an as high as possible per-hectare yield of useful crop constituents (sugarcane, sugarbeet, palm oil). 

What we also see in Europe is that the subsidies on using biomass for power generation and vehicle fuels have created an uneven playing field, with less priority being given to development of biofeedstocks and the cost of the raw materials for today’s biofeedstocks continually rising because of the massive market demand for these materials for subsidised application in the former two areas.

Given the above, our recommendations are as follows:Create a level playing field and develop an across-the-board vision on how biomass is to be used, giving due attention to both competition and potential synergies between bio-energy, biofuels, bioproducts and food.Consider introducing a temporary ‘bioproducts CO2-reduction subsidy’, similar to the present ‘kWhe biomas subsidy’.Alongside government targets for bio-energy and biofuels, consider setting a target for sustainable new bioproducts.Create a ‘decision filter’ enabling more rapid selection of promising options and routes, and rejection of others.Focus efforts on routes with clear, independently proven environmental gains and a reasonable cost equation.With respect to R&amp;D subsidies, also focus on added value in terms of reduced toxicity, possibly accompanied by appropriate legislation – prescribing use of bio-lubricants in nature areas, for example.Leave production of bulk chemicals and cultivation of the required crops to countries other than the Netherlands, and do no more on this score than support development of conversion technologies.]]></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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			<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[Structural energy conservation in the built environment]]></title>
			<link>http://www.ce.nl/publicatie/structural_energy_conservation_in_the_built_environment/461</link>
			<guid>http://www.ce.nl/publicatie/structural_energy_conservation_in_the_built_environment/461</guid>
			<description><![CDATA[Because there is still plenty of scope for major energy savings in the built environment, in 2005 the Dutch Ministry of Economic Affairs investigated the feasibility of a system of so-called White certificates (energy-saving certificates) for application in this sector. Under the system it would be obligatory for energy providers to obtain such a certificate. At the request of EnergieNed, CE has analysed three alternative systems, allowing them to be properly evaluated against the proposed White certificates.

The study surveys the most relevant segments and measures and suggests criteria for comparing the various systems. Each of the systems are then put through the calculations and compared as to impact and anticipated support. A workshop with stakeholders was also organised. 

The study indicates that the additional energy savings of 65 PJ/y envisaged by 2020 constitutes an ambitious target. Even if the conservation measures are dovetailed perfectly with ‘natural’ replacement and renovation schedules and so on, there will still be substantial expenditure involved. 

There is no one \'ideal\' system. Rather, the choice is a political one, between comparatively low-cost systems with fairly major implications in terms of implementation and systems costing far more but easier to implement. CE also proposes several compromises. When it comes to choices and estimates, the report reflects the opinion of CE. 


]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Particulate Action Plan for Zeeland Province]]></title>
			<link>http://www.ce.nl/publicatie/particulate_action_plan_for_zeeland_province/467</link>
			<guid>http://www.ce.nl/publicatie/particulate_action_plan_for_zeeland_province/467</guid>
			<description><![CDATA[Zeeland is just one of the provinces of the Netherlands where airborne particulates are posing a growing problem in terms of air quality. Given the tighter European air quality standards scheduled for 2010, that problem can only get worse, moreover. When it comes to assessing the options for reducing particulate emissions, the Provincial Executive of Zeeland is therefore keen to start work now. Against this background CE Delft was asked to provide support in drawing up an action plan with which to improve air quality in the province.

On the one hand this means reviewing all kinds of (technical) measures with their associated impacts and features. Equally important, though, is to explore the extent to which any measures will enjoy adequate support.  

Who are the players engaged with this issue? And who is to take the lead in implementing measures? From this amalgam of research activities a number of policy options will emerge, which can then be used to draw up an action plan that will have sufficient support from the various players.

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Efficient ICT, a cost-effective idea]]></title>
			<link>http://www.ce.nl/publicatie/efficient_ict%2C_a_cost-effective_idea/459</link>
			<guid>http://www.ce.nl/publicatie/efficient_ict%2C_a_cost-effective_idea/459</guid>
			<description><![CDATA[CE Delft is collaborating with Stimular and COS Nederland on the project ‘Efficient ICT, a cost-effective idea’, which aims to encourage those involved professionally in the procurement and administration of ICT equipment to take action to reduce the energy consumption of that equipment. As part of this project CE has prepared a report providing a theoretical basis for use in designing a working information campaign. 

In the average office ICT equipment is responsible for some 10% of primary energy consumption. In trade and industry as a whole, the total primary energy consumption of office equipment is an estimated 8.5 PJ, equivalent to that of about 95,000 average households. There are a range of simple measures available with which to achieve significant savings. Examples include use of power management features on PCs and monitors, switching off copy machines at the end of the working day, and due attention to the energy efficiency of ICT equipment at the procurement stage. 
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Infrastructure expenditures and costs]]></title>
			<link>http://www.ce.nl/publicatie/infrastructure_expenditures_and_costs/405</link>
			<guid>http://www.ce.nl/publicatie/infrastructure_expenditures_and_costs/405</guid>
			<description><![CDATA[CE Delft and ECORYS have developed a methodology to monitor infrastructure expenditures in EU Member States and Switserland for all modes of transport. Moreover, the report has developed a methodology that enables a transparent and feasible move from statistics on infrastructure expenditures to statistics on infrastructure costs. The report has been commissioned by the European Commission, DG TREN.]]></description>
			<pubDate>Tue, 07 Apr 2009 15:11:55 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[New EPE strategy]]></title>
			<link>http://www.ce.nl/publicatie/new_epe_strategy/462</link>
			<guid>http://www.ce.nl/publicatie/new_epe_strategy/462</guid>
			<description><![CDATA[The Dutch subsidy scheme established as part of the so-called BANS climate agreement (2003) contains the provision that “if the Energy Performance Co-efficient (EPC) for dwellings is tightened in the course of the subsidy scheme, the Energy Performance of Estates (EPE) standard for new dwellings should, if necessary, be tightened proportionally”. On 1 January 2006 the EPC was indeed tightened, from 1.0 to 0.8, and the question therefore arises whether and to what extent EPE targets need to be raised. This report consists of an argued recommendation for a new EPE standard for dwellings under the BANS agreement and a set of Frequently Asked Questions on the consequences of a tighter EPC for the EPE standard. ]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Lighting: a comparison]]></title>
			<link>http://www.ce.nl/publicatie/lighting%3A_a_comparison/448</link>
			<guid>http://www.ce.nl/publicatie/lighting%3A_a_comparison/448</guid>
			<description><![CDATA[LED (light-emitting diode) lamps are an energy-efficient form of lighting that perform even better than compact fluorescent lights in terms of energy consumption and lifetime. They are already starting to be widely used in traffic lights and introduction as a form of domestic lighting in now underway. 

At the request of LED lamp producer Lemnis, CE has investigated how the environmental impact of LED lights compares with that of traditional incandescent light bulbs and compact fluorescent lights (CFLs). Besides the electrical power consumption of the lamps, this also meant looking at “cradle-to-grave” materials consumption by means of life cycle assessment (LCA). 

Even when materials consumption is also factored in, LED lighting units prove to be a sustainable alternative with considerably less environmental impact. Power consumption is substantially lower, even compared with a standard CFL, and less materials are used to manufacture a LED unit than for either of other two types of lamp. This is because 100,000 hours of lighting is provided by just one LED unit, but requires 100 traditional light bulbs or 17 CFLs. The materials-related environmental impact of LED lighting units can still be sub-stantially improved by using less aluminium, an enhancement that is to be incorporated in the new design.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Energy saving in the built environment]]></title>
			<link>http://www.ce.nl/publicatie/energy_saving_in_the_built_environment/460</link>
			<guid>http://www.ce.nl/publicatie/energy_saving_in_the_built_environment/460</guid>
			<description><![CDATA[In the Netherlands the ‘New Gas Platform’ is striving for cleaner and more efficient application of fossil fuels and has set itself a target of 30% less primary energy consumption in the built environment by 2020. The Platform commissioned CE Delft to inventory the institutional bottlenecks and barriers standing in the way of energy conservation and renewable power generation.

The study makes it clear why the principal actors in the built environment do little, if anything, to conserve energy or play their part in creating a sustainable energy supply. The main reasons lie in the only partly rational decision-making process and in concrete barriers and resistance to change. The study report discusses the interrelationships between these issues with reference to a behavioural model.

The problems involved are reviewed in detail for each ‘segment’ of the built environment: production halls, health care, (new) housing, offices and education. The report concludes with a summary of the principal barriers, with suggestions and leverage points for addressing them.

One of the key recommendations is to focus first on production halls, health care and (social, rented) housing, as far as housing construction is concerned. These sectors are relatively free of barriers and good results can therefore be expected in the reasonably short term. Another key recommendation is to embark on a rethink of how to address the barriers and bottlenecks in the remaining sectors – offices, education and private housing construction – which are so broad and substantial that there is little chance of them being removed using simple measures or, indeed, in the short term.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Dutch inventory for CSD 14]]></title>
			<link>http://www.ce.nl/publicatie/dutch_inventory_for_csd_14/429</link>
			<guid>http://www.ce.nl/publicatie/dutch_inventory_for_csd_14/429</guid>
			<description><![CDATA[Background
Dutch policy efforts on sustainable development are geared broadly to ensuring that the opportunities for growth and development available to future generations are at least equal to those enjoyed by ourselves. As a tangible objective of Dutch sustainability policy this has been translated into the goal of achieving absolute delinkage between economic growth and emissions.

In preparation for the 14th Meeting of the UN Commission on Sustainable Development (CSD, responsible for the implementation of Agenda 21), the CSD secretariat has asked each country to prepare a national inventory on the themes of industrial development, energy and air pollution/atmosphere. The Dutch input is being furnished by CE Delft.

Current status
Compared with other European countries, the Netherlands is highly urbanised and densely populated and has an energy-intensive industrial base. Dutch emissions per square kilometre are consequently higher than the EU average. There are also substantial pollution imports from across the borders. Lying low in a river delta, the country is moreover vulnerable to the potential impacts of climate change: as the world’s climate warms, there will be a greater risk of extreme weather events. All in all, the Netherlands therefore has much to gain from additional international efforts to control emissions of greenhouse gases and other pollutants.

In the last few decades Dutch environmental policy has been successful in several respects, with the human environment becoming healthier and safer on a variety of yardsticks. The eco-efficiency of Dutch production – the ratio between a sector’s earnings and the emissions that entails – has improved and there has consequently been a marked decline in emissions of NOx, NH3, SO2 and particulates over the past few decades. National as well as European legislation has proven quite successful in this respect. This has led to an improvement in Dutch air quality, though still not sufficient to comply with international standards. Overall, there has been absolute delinkage of economic growth and environmental impact. This achievement has been due largely to technical measures and to historical shifts in the structure of the Dutch economy, in particular the growth of the services sector. 

The Netherlands has been pursuing an policy on energy conservation for thirty years now, using a wide range of instruments to achieve steady and continued improvement in energy efficiency, targets for which were recently tightened once more. Renewable energy does not have a long tradition in the Netherlands, particularly as the country lacks any real hydro-power resources. Wind power and bio-energy both have considerable potential, however. Although there has been some decline in CO2 emissions growth, there has been no absolute delinkage. This represents a fundamental challenge to Dutch envi-ronmental policy-makers. 

The report reviews progress and problems in the fields of industrial development, energy and air pollution/atmosphere as well as their interrelationships. 
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Advice on a price cap for NOx emissions trading]]></title>
			<link>http://www.ce.nl/publicatie/advice_on_a_price_cap_for_nox_emissions_trading/428</link>
			<guid>http://www.ce.nl/publicatie/advice_on_a_price_cap_for_nox_emissions_trading/428</guid>
			<description><![CDATA[Background
In the run-up to the NOx emissions trading scheme launched on 1 June 2005, several industries queried the liquidity of such a market. Current expectations are that until 2010 the NOx market is likely to be oversupplied rather than tight, owing partly to upcoming implementation of the IPPC directive. Some companies are nonetheless concerned about their market position, fearful of being confronted by a deficit of emission allowances, leading in turn to unacceptably high prices. This would hit firms without any cost-effective abatement options, who in the coming years find themselves forced to buy emission allowances. Against this background, the question arose of whether it would not be wise to introduce a price cap. 

What is a price cap and how does it work?
In the context of emissions trading, introducing a price cap (or ‘safety valve’) entails a maximum limit being set on the price of an emission allowance. In practice this means the government guaranteeing that once this ceiling has been reached it will bring extra allowances onto the market at that maximum price, as a means of controlling the cost of emissions reduction to those participating in the scheme. The idea of a price cap is from the United States, where it has helped create support for participation in and ratification of the Kyoto Protocol. In the US the high cost of abatement measures is still one of the main arguments for ignoring ‘Kyoto’. 

Advice
As things stand at present it is does not make economic sense to intervene in the price mechanism of the NOx emissions market. All the conditions for an optimally functioning market are now in place and failure of the NOx market is an unlikely scenario. In this study a number of hypothetical causes of market failure were examined. The conclusion drawn is that any undesirable developments in the NOx market can best be addressed by tackling the root causes of market imperfections rather than introducing a price cap in the hope of controlling the impacts of market failure.

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[’Market & Environment’ in the built environment]]></title>
			<link>http://www.ce.nl/publicatie/%92market_+en+_environment%92_in_the_built_environment/430</link>
			<guid>http://www.ce.nl/publicatie/%92market_+en+_environment%92_in_the_built_environment/430</guid>
			<description><![CDATA[As a follow-up to the 2003 ‘Market &amp; Environment’ manifesto, a broad alliance of Dutch businesses and NGOs as well as several ministries have been discussing ways of achieving a 50% reduction in carbon dioxide emissions in the built environment and in greenhouse horticulture. In pursuit of this aim an action plan was drawn up, which was recently presented by CE. The challenge was substantial, as the goal was not to develop novel technologies or technical measures, but to identify the options available to government and industry for implementing those that already exist.

Until now the main focus of government and industry has been on promoting innovation, i.e. developing new technologies. All too often, though, the essential next step – scaling-up and actual market introduction – fails to get off the ground, as the innovations struggle to secure a place in today’s markets. Again and again, there proves to be no market for most of the innovations concerned and consequently little if any progress towards sustainable development. As things currently stand, sustainable options and practices manage to penetrate only very modest market niches, outside of which investments are simply too high and financial returns too low. As with any other economic activity, sustainable technologies and activities must bring in revenue, and there is thus a need for some form of market regulation to alter the playing field.

After a year of discussions the parties were unable to draw up a consensus document on these issues and CE Delft therefore decided to prepare an action plan itself. The time is not yet apparently ripe for a broad alliance of this kind to establish a common platform on sustainability. There was, nonetheless, broad satisfaction with the course of the discussions, because they made it clear to all concerned that solid environmental ambitions inevitably require far-reaching measures, but that for many parties these are still ‘one bridge too far’. Based on the discussions and the action plan, CE is now doing further research on the impact of far-reaching measures in the built environment.

The action plan comprises four key elements:a government mechanism putting a cap on fossil energy consumptionefficiency standards for buildings and equipment, wherever possibleincentives for innovation, in the form of temporary grants, etc.removal of barriers.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Particulate emissions in the building industry and its supply chain]]></title>
			<link>http://www.ce.nl/publicatie/particulate_emissions_in_the_building_industry_and_its_supply_chain/450</link>
			<guid>http://www.ce.nl/publicatie/particulate_emissions_in_the_building_industry_and_its_supply_chain/450</guid>
			<description><![CDATA[The building industry and the upstream production of building materials are thought to be a major source of particulate emissions. Until now, however, there was no comprehensive review of emission sources and strengths, nor of the influence of emissions on air quality in the workplace and the wider surroundings.

At the request of Infomil, CE has therefore undertaken a survey of emissions and sources, providing insight into:the total particulate emissions (PM10 and PM2.5) arising in the various links in the building material supply chain;the specific activities in each of those links responsible for the greatest contribution to particulate emissions;the estimated share of these sources in ambient air pollutant levels in the Netherlands and Dutch transboundary pollutant emissions;a first-pass review of autonomous trends and potential abatement measures.Based on the sources identified, CE estimates that PM10 and PM2.5 emissions in the building industry supply chain amount to about 3,300 – 5,200 t/year and 2,300 – 2,500 t/year, respectively. Because of the uncertainties in the available information, these figures have been reported as ranges. 

Table 2 of the report shows that average emissions of diesel particulates (PM2.5 and smaller) are around 1000 t/y, those of quartz-containing particulates (PM10) about 1.750- 2.400 t/y and those of toxic process emissions and welding fumes (PM2.5 and smaller) about 600 t/y.

It was found that actual construction work may sometimes have a significant impact on local air quality. 
	
Overall, it is not expected that there will be any significant autonomous reduction in these emissions in the near term. At building sites, however, there is major potential for further reducing both diesel soot emissions and particulate emissions. A substantial cut in diesel emissions can be achieved with particulate filters, while other particulate emissions at construction sites can be reduced by using ‘low-dust’ equipment. It is recommended to employ financial incentives, voluntary agreements, inclusion of due provisions in construction ordinances/directives and certification schemes to encourage implementation of diesel particulate filters and ‘low-dust’ construction site equipment, or make it compulsory. 


]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Energy-saving behaviour]]></title>
			<link>http://www.ce.nl/publicatie/energy-saving_behaviour/484</link>
			<guid>http://www.ce.nl/publicatie/energy-saving_behaviour/484</guid>
			<description><![CDATA[The aim of this study, commissioned by the Netherlands Energy Council and carried out in collaboration with CEA, was to assess the possible role of ‘soft’ policy instruments (public education, information, feedback, etc.) in securing substantial energy savings. Despite the major savings still potentially achievable, even cost-effective measures that remain available are by no means always implemented. The behaviour of three groups of energy users was investigated: households, small businesses and motorists, for none of whom energy costs form a substantial part of the cost of living or turnover.

With all these groups, there is plenty of resistance to adopting more energy-conserving patterns of behaviour. The study distinguished four types of behaviour: behaviour determining perceived needs, investment behaviour, usage behaviour and the decision to use renewable energy. Resistance to behavioural change was found to be lowest for investments in appliances and clean energy sources among consumers who were both environmentally aware and price-conscious. 

Although ‘soft’ policies can temporarily promote greater rationality in these decisions, in themselves they can make no more than a minor contribution to substantial, long-term, additional energy savings. They are expensive and appeal to only a small group, moreover. The strength of these kinds of policies lies in legitimising and reinforcing the effect of ‘hard’ instruments, which do have the potential for achieving substantial energy savings. 

The study concludes by recommending that the Energy Council employ ‘hard’ policies as the principal means of securing the major energy savings envisaged, backing these up with ‘soft’ policies to increase their effectiveness. ]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +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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			<title><![CDATA[Almere Sustainability Fund]]></title>
			<link>http://www.ce.nl/publicatie/almere_sustainability_fund/426</link>
			<guid>http://www.ce.nl/publicatie/almere_sustainability_fund/426</guid>
			<description><![CDATA[The Dutch municipality of Almere continues to expand at a rapid pace and predictions of economic growth in the region are now above the national average, at about 4% annual growth for 2004/2005. Forecasts of the number of new residents requiring housing over the next few decades are rising so sharply that a massive bout of urbanisation from the coastal conurbation to the relatively open district of Flevoland is unavoidable. As the economy and popu-lation of Almere expand, there will be growing pressure on nature, landscapes and the environment.

At the request of the environmental NGO Natuur en Milieu Flevoland, CE Delft has published a challenging report on options for structural funding of a future ‘Almere Sustainability Fund’ with which to finance sustainable development projects going beyond legislative standards or current practice. The publication describes a wide range of traditional and innovative funding options, fal-ling into three broad categories: compulsory, voluntary and via cost savings. 
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Clean buses for Brabant]]></title>
			<link>http://www.ce.nl/publicatie/clean_buses_for_brabant/427</link>
			<guid>http://www.ce.nl/publicatie/clean_buses_for_brabant/427</guid>
			<description><![CDATA[In the Netherlands, where parties awarding public transport concessions are free to include environmental requirements in their terms of tender, the North Brabant regional authority has drawn up a list of measures designed to promote greener public transport. At the authority’s request, CE Delft has taken a closer look at the cost and impact of some of these measures. The main focus was on measures to reduce emissions of nitrogen oxide (NOx) and particulates (PM10). The options examined related to accelerated introduction of newer and therefore cleaner diesel buses to the public transport fleet and to a (possibly phased) transition to natural gas as a vehicle fuel. ]]></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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			<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[‘Transition alternative’ for the Zuiderzee rail link]]></title>
			<link>http://www.ce.nl/publicatie/%91transition_alternative%92_for_the_zuiderzee_rail_link/398</link>
			<guid>http://www.ce.nl/publicatie/%91transition_alternative%92_for_the_zuiderzee_rail_link/398</guid>
			<description><![CDATA[For the proposed Zuiderzee rail link between Amsterdam and the north of the Netherlands the Dutch cabinet has elaborated a so-called Structural Vision. This includes a Strategic Environmental Assessment (SEA) to identify the main environmental impacts of the various alternatives proposed for the link at an early stage of proceedings so they can be duly addressed in the planning procedure. Besides several ‘accessibility alternatives’ (AAs), a so-called ‘transition alternative’ (TA) was also put forward, designed to improve the economic structure of North Netherlands as well as help steer the country as a whole towards its scheduled transition to a sustainable energy supply by the year 2050.

Because of time constraints a slightly different SEA procedure was followed for the TA, with (the various elements of) the plan being evaluated by a team of experts led by CE Delft. In contrast to the standard SEA carried out for the AAs, a ‘fast-track’ procedure was thus adopted whereby the main anticipated environmental impacts were approximately identified within the space of two weeks. 

Although this meant the impacts of the Transition Alternative were assessed in less detail than in the case of the Accessibility Alternatives, it did not preclude evaluation at the strategic level required for the Structural Vision. 

A tentative comparison of these alternatives for the projected Zuiderzee link yielded the following results:The AAs encompass a far larger scale level than the TA; given the nature of rail infrastructure, the former will impact on a far larger swathe of the country.Because of differences of substance and scale, the TA generally scores better in the SEA than the AAs. The main potential problem identified for the TA are impacts at the Eems Port, which could potentially affect the ecological values of the Wadden Sea, perhaps significantly. Another key issue are the biodiversity impacts associated with local and overseas cultivation of energy crops. Most of the local impacts identified for the TA can be miti-gated, either in part or entirely.The TA will give a kick-start to practical transformation of the Netherlands’ energy supply and thus give a positive impulse to a climate-friendlier economy. It should be appreciated, though, that it is hard to compare the TA with a reference alternative – itself a challenge to design, given the major developments that will be occurring in power generation and biomass cultivation and usage in the next few years. 
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[An incentivising benchmark for Sustainable Procurement: Criteria and constraints]]></title>
			<link>http://www.ce.nl/publicatie/an_incentivising_benchmark_for_sustainable_procurement%3A_%3Cbr%3Ecriteria_and_constraints/438</link>
			<guid>http://www.ce.nl/publicatie/an_incentivising_benchmark_for_sustainable_procurement%3A_%3Cbr%3Ecriteria_and_constraints/438</guid>
			<description><![CDATA[With an annual procurement budget of around € 28.8 billion the various echelons of government [1] can give a substantial impulse to sustainable procurement of materials and products in the Netherlands. Within the government as well as society at large, a desire has been voiced for introducing a benchmark to promote more sustainable procurement patterns. Against this background CE collaborated with two NGOs – the association of Dutch agencies working on international development cooperation (COS Nederland) and Friends of the Earth-Netherlands (Milieudefensie) – on preparing an inventory of criteria and constraints for an incentivising benchmark. The project was government-funded.

There proved to be plenty of information available on benchmarking for government procurement, enabling CE, Milieudefensie and COS Nederland to set out a solid systematic basis for such a scheme, which could then be taken to municipal authorities to check against the wishes and priorities of potential users. Among the points raised were the need for clarity as to the relationship between policy, process and result indicators, the issue of information availability and the time required for working through the questionnaire. 

This will enable the NGOs to refine their benchmark (see the Dutch-language website www.duurzaamheidsmeter.nl). The benchmark currently under development at SenterNovem was not included in the study. 
________________________________________ 
[1]Local, regional and national government, along with water boards.

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[An Energy-Agri-Cluster as an alternative to the Zuiderzee rail link]]></title>
			<link>http://www.ce.nl/publicatie/an_energy-agri-cluster_as_an_alternative_to_the_zuiderzee_rail_link/397</link>
			<guid>http://www.ce.nl/publicatie/an_energy-agri-cluster_as_an_alternative_to_the_zuiderzee_rail_link/397</guid>
			<description><![CDATA[The Energy-Agri-Cluster plan was developed by CE Delft in just a few weeks as a robust, non-transport alternative to the proposed Zuider-zee rail link between Amsterdam and the North of the Netherlands. It is a multi-element programme drawn up as a coherent strategy for improving the North’s economic structure, at the same time giving an impulse to creating a more sustainable national energy supply. This dovetails perfectly with the government’s plans for an Energy Transition, the Energy Valley already operational in the region and the specific features of this area – in particular the major scope for underground CO2 sequestration, the capacity of the Eems Port, and the ‘Agri-cluster’ programme and knowledge infrastructure already in place. The Energy-Agri-Cluster, designed to augment existing government plans, also aims to make the regional economy less sensi-tive to natural gas prices.  

The plan comprises the following core elements: a biomass / coal gasification unit with CO2 storage, a CO2 transport grid, a 2nd-generation ethanol plant, a biorefinery facility, a Blue Energy plant (extracting energy from the freshwater-saltwater interface), a virtual micro-CHP plant and a ‘knowledge network’. The plan, which would require a one-off government subsidy of € 550 million and an additional € 2 billion from private investors, would lead to a CO2 emission reduction of between 5 and 11 Mt annually and create at least 2000 jobs in the long term. 

The Energy-Agri-Cluster has been given a positive assessment by economic consultants Ecorys as well as by a team of experts for the Energy Transition and the Strategic Environmental Assessment committee of the Zuiderzee rail link project.

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Waste disposal and CO2: Quick scan of the greenhouse gas emissions of the Dutch waste disposal industry, 1990-2004]]></title>
			<link>http://www.ce.nl/publicatie/waste_disposal_and_co2%3A_quick_scan_of_the_greenhouse_gas_emissions_of_the_dutch_waste_disposal_industry%2C_1990-2004/416</link>
			<guid>http://www.ce.nl/publicatie/waste_disposal_and_co2%3A_quick_scan_of_the_greenhouse_gas_emissions_of_the_dutch_waste_disposal_industry%2C_1990-2004/416</guid>
			<description><![CDATA[In 2004, the greenhouse gas emissions associated with Dutch waste disposal were substantially lower than in 1990. While in 1990 the sector’s aggregate emissions were still around 12.7 Mt CO2-equivalents, by 2004 they had fallen to 0.8 Mt. This figure allows for the emissions avoided through carbon sequestration in the soil in the case of landfill and composting, and the energy recovered from the burning of waste in municipal incinerators and use of landfill methane. In 1990 the share of the waste disposal industry in Dutch greenhouse gas emissions was still about 6% (for the waste processed that year). In 2004 this had dropped to around 0.5%.]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[The environmental impact of materials use: the 1990-2004 dataset]]></title>
			<link>http://www.ce.nl/publicatie/the_environmental_impact_of_materials_use%3A_the_1990-2004_dataset/417</link>
			<guid>http://www.ce.nl/publicatie/the_environmental_impact_of_materials_use%3A_the_1990-2004_dataset/417</guid>
			<description><![CDATA[In contemporary environmental policy, the physical consumption of materials is a theme that is seldom addressed. Measured from cradle to grave, however, the processes associated with materials consumption have a substantial environmental impact, not only in the Netherlands but also abroad. At the request of the Netherlands Environmental Assessment Agency (NMP), for the government’s Environmental Balance 2006 CE has analysed trends in the consumption of the 20 materials having the greatest environmental impact between 1990 and 2004. 

The data collected for this project show that from 1990 to 2001 materials consumption increased in tonnage terms. Since 2001, though, there has been an absolute decoupling of GDP and kilogram materials consumption. This is due specifically to a decline in the use of sand and other building materials. Although sand predominates in the statistics in kilograms terms, environmentally speaking it plays only a very minor role. When material flows are aggregated on the basis of estimated environmental impact (expressed as 11 LCA impact categories), it is found that materials consumption continued to rise after 2001. Over the entire period, consumption of materials with a com-paratively high environmental impact is seen to have grown faster than that of relatively low-impact materials. 

The environmental impact associated with the consumption of materials in the Dutch economy is not restricted to the Netherlands, but occurs abroad too. Indeed, a substantial fraction of the environmental impact of the materials consumed in the Dutch manufacturing industry occurs abroad, accounting for some 40% of the overall ‘cradle-to-grave’ impact of the materials in question. Part of this sector’s output is exported, though, and if the material flows associated with exports and imports are factored into the equation, the Dutch economy is found have no net environmental impact in other countries. The opposite is in fact the case, with the Netherlands on balance ‘absorbing’ environmental pollution and other impacts associated with overseas consumption. This is due above all to the relatively prominent role of agriculture and basic industry in the Dutch economy. It may be added that the picture varies depending on which environmental theme is being considered. In the case of land use, for example, the Netherlands does prove to be a ‘net importer’.

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +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>
		</item>
		
		        
		<item>
			<title><![CDATA[Background data on electricity labelling]]></title>
			<link>http://www.ce.nl/publicatie/background_data_on_electricity_labelling/463</link>
			<guid>http://www.ce.nl/publicatie/background_data_on_electricity_labelling/463</guid>
			<description><![CDATA[Since 1 January 2005 Dutch power suppliers have had an obligation to state the source of the electricity they market in the form of ‘ex-post labelling’. This means that, within three months of the end of each calendar year, suppliers must provide information on the share of each energy source in the overall mix used for power generation and the associated environmental impacts in terms of carbon emissions and radioactive waste.

EnergieNed has fleshed out the Dutch labelling system for practical application and is supporting suppliers in fulfilling part of their obligation. As one element of these efforts CE Delft has worked out various national fuel mixes, including the mix embodied in the overall Dutch power supply. This work shows that in the Netherlands natural gas is the predominant fuel used for power generation, with or without combined heat and power generation (CHP), accounting for over 50% of supplies. Next follows coal, with 22%. Nuclear and renewables each have a share of around 10%, with in both cases a substantial proportion of the electricity imported. Overall, the environmental consequences in terms of carbon emissions and radioactive waste average 443 g CO2 per kWh and 0.000287 g nuclear waste per kWh.

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Bio-energy in Europe 2005: Policy trends and issues]]></title>
			<link>http://www.ce.nl/publicatie/bio-energy_in_europe_2005%3A_policy_trends_and_issues/407</link>
			<guid>http://www.ce.nl/publicatie/bio-energy_in_europe_2005%3A_policy_trends_and_issues/407</guid>
			<description><![CDATA[This report analyses current European trends in bio-energy policies as they relate to electricity and heat production. The first part of the report analyses the effects of seven EU directives on bio-energy projects. The second part of the reports analyses the German situation with regard to bio-energy.  The report concludes that:

    Bio-energy policy gives rise to policy competition among Member States, which would have a negative impact on the cost-efficiency of bio-energy policy. Member States should therefore coordinate their bio-energy support regimes. It is not necessary to introduce a uniform system of supports through-out the EU, but it is necessary to avoid wasting subsidies.
    Shifting biogenic waste from landfill to energy production, in particular, is a means of substantially increasing bio-energy production in Europe. This is even more important because it can potentially reduce European CO2-eq. emissions by 200-300 Mt per year. Landfill bans or substantial landfill taxes have proved to work well in many European countries in pursuit of this aim.
    Member States should carefully consider bio-energy and bio-fuel goals in combination. This is a potential area of policy competition that may lead to wastage of subsidies and reduce the cost efficiency of both policies.
]]></description>
			<pubDate>Fri, 12 Aug 2011 14:27:54 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Towards a cleaner vehicle fleet]]></title>
			<link>http://www.ce.nl/publicatie/towards_a_cleaner_vehicle_fleet/486</link>
			<guid>http://www.ce.nl/publicatie/towards_a_cleaner_vehicle_fleet/486</guid>
			<description><![CDATA[In preparation for moves to clean up its fleet of municipal vehicles, Delft city council commissioned CE to assess current fleet environmental performance and estimate the costs and benefits of investments in various alternatives to improve it. The main focus was on alternatives that can help improve local air quality, in particular:Phased replacement of all vehicles.Phased replacement of all vehicles by natural-gas vehicles.Particle traps on heavy goods vehicles and refuse collection trucks.Phased replacement of certain vans by electric vehicles.Accelerated replacement of old heavy goods vehicles and refuse collection trucks.  
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
		</item>
		
		        
		<item>
			<title><![CDATA[A cleaner fleet]]></title>
			<link>http://www.ce.nl/publicatie/a_cleaner_fleet/487</link>
			<guid>http://www.ce.nl/publicatie/a_cleaner_fleet/487</guid>
			<description><![CDATA[Nieuwegein municipality is keen to improve the environmental performance of its vehicle fleet and asked CE Delft to carry out an audit. The aim was to improve understanding of current performance and assess the costs and benefits of investments in alternatives to improve it. The following alternatives were examined:Phased replacement of all vehicles.Accelerated depreciation of all vehicles.Particle traps on diesel vehicles, combined with a switch to biodiesel.Phased replacement of all vehicles by natural-gas vehicles. 

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
		</item>
		
		        
		<item>
			<title><![CDATA[Environmental analysis of four alternative (bio-)fuels for the Gelderland 13 power station]]></title>
			<link>http://www.ce.nl/publicatie/environmental_analysis_of_four_alternative_%28bio-%29fuels_for_the_gelderland_13_power_station/415</link>
			<guid>http://www.ce.nl/publicatie/environmental_analysis_of_four_alternative_%28bio-%29fuels_for_the_gelderland_13_power_station/415</guid>
			<description><![CDATA[Like other Dutch power generators, Electrabel has signed up to the ‘Coal Covenant’, a voluntary agreement with national government in which they have pledged to replace part of the coal burned in power stations by biomass. The study is a follow-up to a study dating from August 2005. In the present study, commissioned by Electrabel, the environmental strengths and weaknesses of four different alternative fuels from the earlier study were assessed: corn-cob, rice-residue, palm-seed and eucalyptus pellets. 

The conclusions were as follows:

Rice-residue pellets and corn-cob pellets
The analysis was based on the premise that in the producer country Thailand the rice husks/corn cobs presently used as agricultural fertil-iser could be replaced by artificial fertilisers. In that case, co-firing the rice husks / corn cobs in the Gelderland 13 power station (G13) in pelletized form would mean an improvement in both greenhouse gas (GHG) emissions and local air quality in the vicinity of the station.
Eucalyptus pellets
Here, the point of departure was that the portion of the eucalyptus wood not used locally in South Africa is burned there in the open air. Although local use of this biomass within South Africa would be preferable, it does not occur. Co-firing the eucalyptus wood in pelletized form in G13 is therefore again better for GHG emissions as well as local air quality around G13.
Palm-seed pellets
In the case of palm-seed pellets as a supplementary fuel, it depends very much on the current application whether or not there will be environmental gains. If this waste is used as animal fodder, co-firing is probably unfavourable for the environment, because it is likely to mean additional destruction of virgin rainforest or other nature. If it is used as a fertiliser or simply burned, then co-firing of palm-seed pellets is better for GHG emissions. Without additional measures (to remove additional flue-gas NOx), co-firing in G13 will mean a slight deterioration of air quality around the power station.

Overall conclusion
In general, burning these pelletized biofuels in G13 would have a net positive impact on both local air quality around the power station and GHG emissions. The exception is palm-seed pellets, which seem likely to score negatively on both these environmental indicators. ]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[En route to clean air]]></title>
			<link>http://www.ce.nl/publicatie/en_route_to_clean_air/385</link>
			<guid>http://www.ce.nl/publicatie/en_route_to_clean_air/385</guid>
			<description><![CDATA[The southern part of the Dutch coastal conurbation (in Dutch: Zuidvleugel)suffers from serious air pollution, with air quality in breach of European standards for nitrogen dioxide (NO2) and particulates (PM10). Improving air quality is therefore a priority issue for both national government and local authorities. At the request of Zuid-Holland provincial executive CE has reviewed the options available for improving air quality, assessing their merits and estimating their cost. On the basis of this review a proposal was drawn up for an effective package of measures that can in principle be implemented in the short term. In assembling this package, we were guided by four main considerations:impact on air quality (i.e. pollutant concentrations);cost effectiveness;practicability (public support / ‘honey and vinegar’);scope for short-term implementation.The report provides an outline description of the air pollution abatement package for the ‘Zuidvleugel’ and a cost estimate for the period 2006-2010.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Impact of an ecotax on cans and bottles]]></title>
			<link>http://www.ce.nl/publicatie/impact_of_an_ecotax_on_cans_and_bottles/394</link>
			<guid>http://www.ce.nl/publicatie/impact_of_an_ecotax_on_cans_and_bottles/394</guid>
			<description><![CDATA[The end of 2005 sees the expiry of the 3rd Packaging Agreement, one of the aims of which was to reduce the number of beverage cans and bottles in street litter by 80% compared with 2001. If this target is not met, the Environment secretary may opt to introduce a compulsory financial deposit on beverage packaging.

One alternative to compulsory deposits would be a flexible ecotax/deposit system under which producers or retailers would have a choice of either imposing a fixed charge per beverage packaging or introducing a deposit. CE has assessed the impact of two ecotax variants: € 0.10 and € 0.25 per can or bottle. An ecotax/deposit system is less of a burden to industry than compulsory deposits and industry support for this option is therefore likely to be greater than for compulsory deposits.

The impact of an ecotax will depend on the exact response of producers, retailers and consumers, and the scope for interaction between them makes it difficult to predict with any precision. In this study an attempt was nonetheless made and it was estimated that an ecotax of € 0.10 could lead to a 20-60% reduction in the number of cans and bottles in street litter and a € 0.25 charge to a 40-80% reduction. Under a compulsory deposit system, an 80% reduction might be achieved. With the two ecotax options, the impact depends very much on the response of the various parties. If deposit scheme meets  with strategic resistance, it will probably be less effective than calculations of economic optimisation would suggest. A compulsory deposit scheme is far less susceptible to strategic response of whatever kind. 

Finally, it should be noted that a generalised policy for all types of litter, not just for bottles and cans, is also an option. This broader approach appears fairly promising, too, and the report sketches some of the possibilities in this direction.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
		</item>
		
		        
		<item>
			<title><![CDATA[Energy conservation in the Dutch natural gas chain]]></title>
			<link>http://www.ce.nl/publicatie/energy_conservation_in_the_dutch_natural_gas_chain/386</link>
			<guid>http://www.ce.nl/publicatie/energy_conservation_in_the_dutch_natural_gas_chain/386</guid>
			<description><![CDATA[In the Netherlands the natural gas production and distribution chain consumes about 37 PJ of energy a year, some five per cent of total industrial energy consumption. This study inventories the potential for energy saving down the entire chain: from subsurface gas extraction and treatment, drying and blending, through compressor station and distribution grid operation to the end user’s gas meter. A clear precondition for any energy savings is that the companies operating the various links in the chain cooperate on this issue. This was indeed the case in the present exploratory study, which brought together Dutch gas producers, through their trade association NOGEPA (Netherlands Oil and Gas Exploration and Production Association), Gasunie and Essent Energie. The study was facilitated by SenterNovem.

The conservation options pivot around the four factors of greatest influence on energy consumption: the desired gas quality, gas pressure, fluctuations in gas flow and the distance the gas has to be transported. Three promising measures were selected: greater spread in gas quality, local electrical power generation and reducing pressure in the main transport pipeline grid in the summer.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
		</item>
		
		        
		<item>
			<title><![CDATA[Impact of an ecotax on cans and bottles]]></title>
			<link>http://www.ce.nl/publicatie/impact_of_an_ecotax_on_cans_and_bottles/928</link>
			<guid>http://www.ce.nl/publicatie/impact_of_an_ecotax_on_cans_and_bottles/928</guid>
			<description><![CDATA[The end of 2005 sees the expiry of the 3rd Packaging Agreement, one of the aims of which was to reduce the number of beverage cans and bottles in street litter by 80% compared with 2001. If this target is not met, the Environment secretary may opt to introduce a compulsory financial deposit on beverage packaging.
One alternative to compulsory deposits would be a flexible ecotax/deposit system under which producers or retailers would have a choice of either imposing a fixed charge per beverage packaging or introducing a deposit. CE has assessed the impact of two ecotax variants: &amp;euro; 0.10 and &amp;euro; 0.25 per can or bottle. An ecotax/deposit system is less of a burden to industry than compulsory deposits and industry support for this option is therefore likely to be greater than for compulsory deposits.
The impact of an ecotax will depend on the exact response of producers, retailers and consumers, and the scope for interaction between them makes it difficult to predict with any precision. In this study an attempt was nonetheless made and it was estimated that an ecotax of &amp;euro; 0.10 could lead to a 20-60% reduction in the number of cans and bottles in street litter and a &amp;euro; 0.25 charge to a 40-80% reduction. Under a compulsory deposit system, an 80% reduction might be achieved. With the two ecotax options, the impact depends very much on the response of the various parties. If deposit scheme meets&amp;nbsp; with strategic resistance, it will probably be less effective than calculations of economic optimisation would suggest. A compulsory deposit scheme is far less susceptible to strategic response of whatever kind.
Finally, it should be noted that a generalised policy for all types of litter, not just for bottles and cans, is also an option. This broader approach appears fairly promising, too, and the report sketches some of the possibilities in this direction.]]></description>
			<pubDate>Wed, 08 Apr 2009 13:38:11 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Energy services for industry]]></title>
			<link>http://www.ce.nl/publicatie/energy_services_for_industry/393</link>
			<guid>http://www.ce.nl/publicatie/energy_services_for_industry/393</guid>
			<description><![CDATA[As international experience has shown, Energy Service Companies (ESCOs) have a part to play in promoting energy conservation and renewable energy use by industry. This exploratory study examines the precise added value of ESCOs, whether it also holds in the Dutch context, and what role the govern-ment can play in this area. 

At the moment, a range of market failures and market barriers are standing in the way of greater energy conservation and use of renewable energy by industry. The main conclusion of this exploratory study is that in the Dutch context, too, ESCOs can remove or alleviate market barriers, including those cited in the framework of the earlier VEDI project. However, ESCOs have no role to play in addressing market failures, which can only be tackled by government. Effective action on this point will improve the playing field for all concerned, including the ESCOs.

The value of ESCOs derives above all from their familiarity and experience with technologies, suppliers, funding agencies, incentive schemes and so on. The main focus of ESCOs will be on medium-sized industry. The outlook for ESCOs in the Netherlands is now bright; until recently this was less so. 

It can be concluded that there is no reason for the Dutch government to support ESCOs financially. Its role should rather be limited to regulating these companies and duly informing financial institutions, industry and others of their existence.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
		</item>
		
		        
		<item>
			<title><![CDATA[What kind of new power station for the Netherlands?]]></title>
			<link>http://www.ce.nl/publicatie/what_kind_of_new_power_station_for_the_netherlands/382</link>
			<guid>http://www.ce.nl/publicatie/what_kind_of_new_power_station_for_the_netherlands/382</guid>
			<description><![CDATA[This report examines what kind of new electrical power station should be built in the Netherlands, from the perspective of investors and the government. Using an investment model developed specially for this study, it was examined whether the postulate that coal based power stations are economically more viable even when taking CO2 emis-sion trading into account is valid in various different scenarios.The findings were then discussed at a public meeting organised by the Dutch Energy Policy Platform.

Calculations with this dedicated investment model indicate that a coal-fired power station without CO2 sequestration is the most attractive investment option only if the price of CO2 emissions remains as low as at present. With higher CO2 emission prices and a price tag on other emissions, too, a coal-fired station with CO2 sequestration gives the best return on investment. This holds for prices from around € 15 per tonne CO2 upwards.

Comparison of investor and government perspectives shows there are important differences as well as similarities, leading to possible conflicts as well as opportunities for collaboration. When it comes to building a new power station in the Netherlands, the debate is likely to focus on the issue of whether it will be a coal-fired station with no extra environmental provisions, or whether government-enforced constraints will make co-firing of biomass and CO2 sequestration profitable. Further, in-depth debate on this topic is essential.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +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[The contribution of aviation to the economy]]></title>
			<link>http://www.ce.nl/publicatie/the_contribution_of_aviation_to_the_economy/360</link>
			<guid>http://www.ce.nl/publicatie/the_contribution_of_aviation_to_the_economy/360</guid>
			<description><![CDATA[Continued growth of environmental and spatial impacts in the vicinity of airports is largely justified on economic grounds. Substantial claims are made by the aviation industry concerning the contribution of air travel and transport to the economy and the associated employment benefits. In this study we have looked at three such studies and tested the arguments brought forward to underpin policy recommendations regarding airport expansion and flight restrictions. 
Our main conclusion is that each of three reports studies has significant flaws with important implications for policy makers:Strong conclusions are presented without formal cost-benefit analysisReports focus on total impact of aviation, where the additional or marginal impact from new developments should be the focal pointEmployment is not a good indicator for the sector’s contribution to the economy, because people would not become unemployed if aviation activity were to be limited. Budgets may well be spend elsewhere, leading to employment in other sectorsEmployment figures should not, in any case, be related to a county’s overall employmentReports often center (implicitly) around regional impact, where in most cases the impact at national level is more interesting from a policy makers perspective
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[CO2 sequestration: an interesting climate policy option, but should it be subsidised?]]></title>
			<link>http://www.ce.nl/publicatie/co2_sequestration%3A_an_interesting_climate_policy_option%2C_but_should_it_be_subsidised/379</link>
			<guid>http://www.ce.nl/publicatie/co2_sequestration%3A_an_interesting_climate_policy_option%2C_but_should_it_be_subsidised/379</guid>
			<description><![CDATA[Many Dutch subsidy schemes, such as those for renewable energy and energy conservation, were introduced with the aim of reducing greenhouse gas emissions. Today, though, sequestration of CO2 from fossil fuel combustion appears to be in potential competition with renewable energy and energy saving with respect to subsidisation. The Dutch chapter of Friends of the Earth (Milieudefensie) therefore asked CE to examine whether it is desirable, from a societal perspective, that CO2 sequestration be subsidised.

The report concludes that CO2 sequestration is an effective means of reducing greenhouse gas emissions. However, there are no good reasons for additional subsidisation of CO2 sequestration at power stations (i.e. over and above emissions trading) via operating subsidies like the MEP ‘green power’ subsidy, for example, because there are no major secondary objectives, as in the case of renewable en-ergy, that justify operating subsidies on top of the emissions trading price.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
		</item>
		
		        
		<item>
			<title><![CDATA[Trends in bottles and cans in Dutch street litter: The 2001-2005 dataset]]></title>
			<link>http://www.ce.nl/publicatie/trends_in_bottles_and_cans_in_dutch_street_litter%3A_the_2001-2005_dataset/414</link>
			<guid>http://www.ce.nl/publicatie/trends_in_bottles_and_cans_in_dutch_street_litter%3A_the_2001-2005_dataset/414</guid>
			<description><![CDATA[Under the terms of the 3rd Packaging Agreement the Dutch beverage industry pledged to ensure, by 2005 at the latest, that the quantity of bottles and cans ending up as street litter would be reduced by at least 80% compared with the year 2001. By combining data from various studies that in themselves left this question unresolved, CE has attempted to assess trends in the number of bottles and cans in Dutch litter between 2001 and 2005, to provide a basis for answering the question whether the target has been met.   The ultimate conclusion of this CE study is that no reliable pro-nouncement can be made as to whether the number of bottles and cans in Dutch litter has indeed fallen by 80% during the period 2001-2005. The research findings available are at odds with the definitions of the Packaging Agreement, comprise too few data or are subject to too great statistical uncertainty.  	 Although it appears that the 80% reduction target for the period 2001-2005 will not have been met, there are insufficient reliable data available to underpin this conclusion.]]></description>
			<pubDate>Fri, 12 Aug 2011 14:22:41 +0200</pubDate>
			<category>Algemeen</category>
		</item>
		
		        
		<item>
			<title><![CDATA[Free electricity, dirty electricity, no electricity?]]></title>
			<link>http://www.ce.nl/publicatie/free_electricity%2C_dirty_electricity%2C_no_electricity/376</link>
			<guid>http://www.ce.nl/publicatie/free_electricity%2C_dirty_electricity%2C_no_electricity/376</guid>
			<description><![CDATA[In recent years the electricity market has been increasingly opened up, with the sector being liberalised and players now preparing for privatisation and further internationalisation of operations. At the request of the Dutch Energy Policy Platform, CE has carried out an (interim) analysis of the impact of these developments on the three traditional 'mainstays' of energy policy, that the electricity supply should be:

    clean (indicator: CO2 emissions)
    reliable (indicator: security of supply), and
    affordable (indicator: company costs / customer tariffs).

Overall, it can be concluded that there has been a shift from providing for long-term, societal interests to the attainment of short-term, corporate goals. As a result, the three 'classic' aims of energy policy - affordability, reliability and environmental compatibility - are now under threat.  Liberalisation as such is proving to have negative impacts, particularly in terms of environmental compatibility, which are offset only partly by flanking policies. With time, the same will hold for reliability and affordability, too. If societal objectives are to be safeguarded, the situation must be structurally addressed by means of rather more stringent flanking policies.]]></description>
			<pubDate>Fri, 12 Aug 2011 14:37:42 +0200</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>
		</item>
		
		        
		<item>
			<title><![CDATA[Source of inspiration]]></title>
			<link>http://www.ce.nl/publicatie/source_of_inspiration/378</link>
			<guid>http://www.ce.nl/publicatie/source_of_inspiration/378</guid>
			<description><![CDATA[Passenger cars today are around ten times cleaner than there were 15 years ago. One effective way to combat air pollution is therefore to ensure a maximum proportion of clean, modern cars on the road. This study analyses the share of local motorway traffic and background sources in NO2 and PM10 levels at nine locations near major Dutch motorways, broken down by vehicle category and year of registration. This was done for four different policy scenarios, including the government’s latest package of measures, and three time horizons: 2004, 2010 and 2015. The results provide a basis for developing and selecting effective measures that make use of the ‘hidden potential’ of the current vehicle fleet – a ‘source of inspiration’. 

This study was carried out for the Dutch Air Quality Innovation Programme (IPL) being implemented by the Road and Hydraulic Engineering department of Rijkswaterstaat for the Ministries of Transport, Public Works and Water Management and Housing, Spatial Planning and the Environment.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Air quality in the Netherlands: health impacts and associated social costs]]></title>
			<link>http://www.ce.nl/publicatie/air_quality_in_the_netherlands%3A_health_impacts_and_associated_social_costs/369</link>
			<guid>http://www.ce.nl/publicatie/air_quality_in_the_netherlands%3A_health_impacts_and_associated_social_costs/369</guid>
			<description><![CDATA[The Dutch Asthma Foundation asked CE to team up with IRAS, the Institute for Risk Assessment Science affiliated with Utrecht University, to prepare an up-to-date review of the scientific state-of-the-art on the health impacts of air pollution and the associated costs to (Dutch) society. 

The main conclusion is that the health impacts of air pollution cost society at least 4 billion euro a year, with a possible maximum of 40 billion. The bulk of this figure stems from premature mortality due to long-term exposure to airborne particulates. Approximately one-quarter of the figure is associated with (increased) incidence of COPD pathologies and complaints (in particular chronic bronchitis), inflammatory responses of the respiratory tract, reduced lung function and aggravation of chronic pulmonary disorders (including asthmatic attacks). Even short-term exposure can lead to disease and premature death.

The report reviews the latest scientific findings on the health impacts of particulates and ozone, in particular, and details the substances and emission sources of greatest significance for air quality. Public health impacts can be traced back mainly to combustion processes (road traffic, shipping, etc.). 

Finally, the procedure used to calculate the social cost of these impacts is explained. Pivotal here is the expression of a lost year of life, i.e. a reduction in healthy life expectancy, in monetary terms.

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[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>
		</item>
		
		        
		<item>
			<title><![CDATA[Evaluation of cost-effectiveness of Dutch domestic climate policy 1999-2004]]></title>
			<link>http://www.ce.nl/publicatie/evaluation_of_cost-effectiveness_of_dutch_domestic_climate_policy_1999-2004/365</link>
			<guid>http://www.ce.nl/publicatie/evaluation_of_cost-effectiveness_of_dutch_domestic_climate_policy_1999-2004/365</guid>
			<description><![CDATA[This study reports on the cost-effectiveness of Dutch domestic climate policy between 1999 and 2003/2004, analysing the costs and the emissions reductions achieved. Policy costs have been broken down by target group (government, society as a whole and end users) and by sector (transport, urban environment, agriculture, industry/energy, and 'other greenhouse gases': OGG). Between 1999 en 2003 domestic climate and energy policy resulted in an overall reduction of 11.4 Mt in greenhouse gas emissions, 1.5 Mt of which through reductions in OGG, 8.1 Mt through energy saving and 1.7 Mt through use of renewable energy. From a national perspective the measures implemented under the various policies from 1999 to 2003/2004 had a cost-effectiveness of &amp;euro; 40-90 per tonne CO2 avoided. During this period, government expenditures on climate policy totalled over &amp;euro; 4.6 billion (in 2004 prices).  The bulk of the measures implemented by the various target groups were funded by the Treasury via a number of major subsidy schemes. Partly because of the ample scope for free-riders under these schemes, Dutch climate policy has probably been rather more expensive than originally conceived. There was comparatively little government support for sectors where low-cost abatement options were available (passenger and freight transport, OGG). This is another indication that policy efforts were not as cost-effective as they might have been; a more rigorous approach would have focused on emission reductions in sectors where abatement was cheapest.  On the other hand, certain synergies were achieved, with energy saving and use of renewables leading to 1-4% reductions in emissions of VOC, PM10, NOx and SO2. during the same period. If these synergies are factored in, the figure for the cost effectiveness of Dutch domestic climate policy becomes about &amp;euro; 10-15 per tonne lower, bringing it down to about &amp;euro; 30-75 per tonne of CO2 avoided.]]></description>
			<pubDate>Fri, 12 Aug 2011 14:39:47 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Alternative (bio-)fuels for the Gelderland 13 power station:An environmental assessment]]></title>
			<link>http://www.ce.nl/publicatie/alternative_%28bio-%29fuels_for_the_gelderland_13_power_station%3A%3Cbr%3Ean_environmental_assessment/368</link>
			<guid>http://www.ce.nl/publicatie/alternative_%28bio-%29fuels_for_the_gelderland_13_power_station%3A%3Cbr%3Ean_environmental_assessment/368</guid>
			<description><![CDATA[Under an agreement negotiated with the Dutch government, Electrabel, like other Dutch power generators, has pledged to replace part of the coal used for power production by some form of biomass. In this study, commissioned by Electrabel, the environmental pros and cons of four alternative fuels were examined: wood waste, chip fat, palm oil fatty acids and tall oil pitch. The conclusions are as follows:

Wood waste
Co-firing wood waste in the Gelderland 13 power station is environmentally superior to using it for chipboard production. 
Chip fat
Co-firing chip fat is the best option environmentally. In this case it is a substitute for coal, which has greater environmental benefits than replacing oil via other options.
Palm oil fatty acids
If using palm oil fatty acids as a power plant fuel means devoting more land to oil palm plantations, then depending on the exact cropping regime, the kind of forest replaced, and so on, the climate change impact may well be negative, with impact on biodiversity more than likely. In this study the precise impacts under this assumption were not investigated. If guarantees can be given that use of palm oil fatty acids does not mean extending oil palm acreage, co-firing this biofuel in ‘Gelderland 13’ will, on balance, have less environmental impact on all the criteria considered than its alternative use in the fodder industry. On this point we recommend starting talks with NGOs and carrying out further research.
Tall oil pitch
Tall oil, the residue left after ‘tall oil distillation’, is a by-product of the sulphate pulp process for paper and cardboard production. Using tall oil pitch as a power station fuel again scores positively in environ-mental terms. From a societal perspective, though, it is recommended to separate off the 8% sterols contained in this feedstock and use it elsewhere in a health food context. 

As a general conclusion, co-firing any of the alternative fuels consid-ered in this study will lead to improved local air quality around the Gelderland 13 power station.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
		</item>
		
		        
		<item>
			<title><![CDATA[Technology for pricing policy - experiences with current schemes]]></title>
			<link>http://www.ce.nl/publicatie/technology_for_pricing_policy_-_experiences_with_current_schemes/358</link>
			<guid>http://www.ce.nl/publicatie/technology_for_pricing_policy_-_experiences_with_current_schemes/358</guid>
			<description><![CDATA[This paper examines practical experiences with transport pricing schemes. It describes the common technologies used for road pricing schemes, particularly: Automatic Number Plate Recognition, Dedicated Short Range Communication, and Vehicle Positioning Systems. For each technology, advantages, disadvantages, possibilities for price differentiation,  and cost issues are discussed. Major European transport pricing schemes are examined in detail, including the London congestion charge, and the lorry kilometre charging schemes in Germany, Switzerland and Austria. These are compared on aspects of technology type, transport volume, differentiation, charge level, operating costs and revenues, enforcement, and payment methods. It is concluded that based on current experiences, road pricing is practicable in many situations. It is also observed that a full national road pricing system for cars and lorries would be on a scale significantly greater than anything seen so far. ]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Giving wings to emission trading]]></title>
			<link>http://www.ce.nl/publicatie/giving_wings_to_emission_trading/334</link>
			<guid>http://www.ce.nl/publicatie/giving_wings_to_emission_trading/334</guid>
			<description><![CDATA[The study examines the feasibility of including international aviation in the EU Emissions Trading Scheme in order to mitigate the climate impacts of the sector by encouraging airlines to integrate reduction of those impacts into their business objectives. 

This study can be regarded as the third study commissioned by the European Commission on the use of economic instruments to mitigate the climate impacts of aviation. Previous studies have shown that introducing a tax on aviation fuel at the European level would give rise to considerable distortions in competition and may need amendment of bilateral air service agreements. En-route emission charges are also under consideration. The study published today complements the existing knowledge base by examining the consequences of including aviation in the EU Emissions Trading Scheme (ETS). 

The main conclusion of the study is that emissions trading is a policy option worthy of consideration alongside other instruments for tackling aviation climate impacts. Effects on ticket prices are expected to be relatively modest. The system can be designed to encompass non-European air carriers too, thereby minimising economic distortions among carriers. Introducing emissions trading for the aviation sector does not appear to pose many challenges beyond those already encountered in the context of the current EU ETS. 

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Interim Evaluation of the Dutch Joint Implementation Programme]]></title>
			<link>http://www.ce.nl/publicatie/interim_evaluation_of_the_dutch_joint_implementation_programme/364</link>
			<guid>http://www.ce.nl/publicatie/interim_evaluation_of_the_dutch_joint_implementation_programme/364</guid>
			<description><![CDATA[CE has reviewed Dutch policy on Joint Implementation, under which countries can secure part of the agreed reduction in greenhouse gas emissions under the Kyoto protocol by investing in emission reduction abroad. In the case of the Netherlands, JI is of crucial importance for meeting the country's Kyoto commitments. The main conclusion of the review is that it is still unclear whether the Netherlands can achieve sufficient emission reductions through JI, as the actual effectiveness of a number of projects is still far from certain. CE therefore advises the ministry of Economic Affairs to acquire more 'emission reduction units' (ERUs) than strictly necessary. This surplus can then used to compensate for any disappointing projects. Contracting these units will have only a limited upward impact on prices, while achievement of targets will be far better guaranteed.  The cost effectiveness of Dutch JI policy was also analysed and the cost of an ERU was found to be relatively low, although implementation costs vary substantially depending on the precise nature of the scheme. The Netherlands entered into JI projects far earlier than other countries, thereby adopting relatively open tender procedures. As a result, the country has played a major role in creating a market for JI-related emission reduction.]]></description>
			<pubDate>Fri, 12 Aug 2011 14:24:16 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Mobility value valued]]></title>
			<link>http://www.ce.nl/publicatie/mobility_value_valued/342</link>
			<guid>http://www.ce.nl/publicatie/mobility_value_valued/342</guid>
			<description><![CDATA[In its publication ‘Sustainable mobility - Ten per cent less is more!’ (in Dutch) the Rabo Bank has set out its vision of sustainable mobility, elaborating it in the form of a corporate case study. CE has reviewed the bank’s plans as well as the case study and has estimated the attendant social costs and benefits. The main conclusion is that there are indeed substantial benefits associated with the effects presumed by the bank, but that if these high ambitions are to materialise the envisaged array of measures requires further elaboration.]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Sound Noise Limits]]></title>
			<link>http://www.ce.nl/publicatie/sound_noise_limits/317</link>
			<guid>http://www.ce.nl/publicatie/sound_noise_limits/317</guid>
			<description><![CDATA[Harmonisation of noise limit schemes for European airports contribute to smooth functioning of the internal market. In this study for the European Commissions, DG TREN, different degrees of harmonisation are presented. The key question that has been answered is primarily in what way could noise limits be defined. The report presents a framework for distinguishing different types of noise limiting schemes. It also proposes a combined scheme with limits which could partly be locally and partly be internationally set. For more information please contact Huib van Essen. ]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
		</item>
		
		        
		<item>
			<title><![CDATA[Models in the spotlight]]></title>
			<link>http://www.ce.nl/publicatie/models_in_the_spotlight/322</link>
			<guid>http://www.ce.nl/publicatie/models_in_the_spotlight/322</guid>
			<description><![CDATA[In the Netherlands there are a number of computer models available for assessing ambient air quality and estimating the impact of specific emission abatement measures. As part of preliminary studies for the government&amp;rsquo;s Air Quality Innovation Programme, the Ministry of Transport, Public Works and Water Management sought an assessment of the reliability and specific features of these models. This, the resultant study, thus reviews and evaluates the similarities and differences and pros and cons of the computer models most frequently used in the Netherlands to determine air quality in the vicinity of major roads and motorways. The following six models were examined: VLW; CAR-II; the TNO traffic model; the TNO Heaven model; the Urbis (atmospheric) model; and NNM+ (KEMA-STACKS). The substance of this report was written by KEMA, with CE acting as an independent observer to assure the resultant synthesis and analytical conclusions were as balanced as possible. In the course of the project comments were also obtained from TNO-MEP, RIVM and ECN, all of which, like KEMA, have plenty of experience with dispersion models and developed one or more models themselves.]]></description>
			<pubDate>Wed, 08 Apr 2009 12:06:48 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Air Quality Innovation Programme: Preliminary study]]></title>
			<link>http://www.ce.nl/publicatie/air_quality_innovation_programme%3A_preliminary_study/324</link>
			<guid>http://www.ce.nl/publicatie/air_quality_innovation_programme%3A_preliminary_study/324</guid>
			<description><![CDATA[In the Netherlands there is currently (spring 2005) considerable debate on the issue of air quality around roads and motorways. Many construction works (road-building, housing projects) have now been put on hold while a way is found to address the (current or immanent) breaching of air quality standards at the sites in question. The Netherlands Environmental Assessment Agency (MNP) has stated that in many cases current and scheduled generic environmental policy in transport and other sectors will not suffice, necessitating additional measures. To this end the Ministry of Transport, Public Works and Water Management recently launched an Air Quality Innovation Programme. This study was carried out by CE and KEMA back in 2003 as part of preparations for that programme, to furnish policy-makers and stake-holders with a basic understanding of the issues. With local air quality problems now appearing almost insurmountable, the report has now been republished for a wider audience. The study first of all analyses the contributions of various sources to atmospheric levels of nitrogen oxides (NOx) and particulates (PM10) near major roads and motorways and the resultant health impacts. This uniquely detailed source analysis provides a key point of departure in designing any strategy to address the current problematique. The second part of the report then proposes around 130 concrete abatement measures, under a series of pertinent headings, and assesses their effectiveness, cost and feasibility. The headings cover the full causal chain from emission source to human exposure and comprise generic policies as well as measures geared purely to the local level. The report concludes with a discussion of the potential available at each link in the chain and respective benefits and draw-backs.]]></description>
			<pubDate>Wed, 08 Apr 2009 12:07:33 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[How sustainable is biomass import?]]></title>
			<link>http://www.ce.nl/publicatie/how_sustainable_is_biomass_import/312</link>
			<guid>http://www.ce.nl/publicatie/how_sustainable_is_biomass_import/312</guid>
			<description><![CDATA[The coming years are expected to see a major increase in the use of biomass for electrical power generation, transport fuels and manmade chemicals. A Dutch government policy document on the envisioned \'biomass transition\' even cites a figure of 30% for the share of biomass in the national energy supply by the year 2040. If this target is to be achieved, biomass feedstocks will have to be imported to the Netherlands. But how can this be done sustainably, as it is obviously undesirable to import \'green\' biomass if it competes with food production or harms biodiversity in the country of origin. One of the key issues is therefore the requirements to be met by imports of various types of biomass. 
Over the past year a working group of industry, government and NGO\'s working on the biomass transition has examined this question and identified the main issues involved. One of these issues is water and, here as in other respects, biomass cultivation may vary in its regional impact, depleting aquifers in one area but having a positive effect in others.
At the request of the Dutch Ministry of Economic Affairs CE has assessed how this initial, exploratory study can be given practical follow-up, thereby collaborating with the ministries of Environment and Foreign Affairs. The aim is to work with local partners in supplier countries to draw up concrete, region-specific criteria to be validated in practical trials. For more information please contact Geert Bergsma bergsma@ce.nl or tel. +31 15 2 150150


]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<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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		<item>
			<title><![CDATA[‘Top Ten’ air quality measures]]></title>
			<link>http://www.ce.nl/publicatie/%91top_ten%92_air_quality_measures/325</link>
			<guid>http://www.ce.nl/publicatie/%91top_ten%92_air_quality_measures/325</guid>
			<description><![CDATA[In the Netherlands there is currently (spring 2005) considerable debate on the issue of ambient air quality, as standards for levels of particulate matter (PM10) and nitrogen dioxide (NO2) are being exceeded at many locations. The Netherlands Environmental Assessment Agency envisages continuing problems in many ‘hot spots’ even beyond 2010. The problem is held to be virtually unsolvable and scarcely amenable to influence by domestic policy. There are in fact a number of measures, however, that can already be implemented to improve the situation.
 
The environmental NGO Stichting Natuur en Milieu and the network of twelve provincial Environmental Federations are keen to bring some of these measures to the attention of policy-makers and administrators and to this end they have drawn up a ‘Top Ten’.

CE was asked to report on the effectiveness of these measures. Using published (case) studies, this report estimates the likely impact of each of the ten measures on emissions and ambient concentrations of particulates and nitrogen dioxide.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Environmental data and policy on non-road transport modes]]></title>
			<link>http://www.ce.nl/publicatie/environmental_data_and_policy_on_non-road_transport_modes/478</link>
			<guid>http://www.ce.nl/publicatie/environmental_data_and_policy_on_non-road_transport_modes/478</guid>
			<description><![CDATA[In transport and environment policy the prime focus is on road transport. However, as environmental legislation is taking effect, the share of road transport in pollutant emissions is declining (with CO2 emissions as an important exception). For non-road modes developments in emissions policy are generally lagging behind and data are relatively scarce (especially on shipping). In this context, EEA has asked CE Delft to write this working paper on the main non-road transport modes: aviation, shipping (both sea and inland) and rail. This paper gives an overview of the environmental performance of these modes, lists policies to improve this performance and maps barriers that prevent a steady improvement of the environmental performance.]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
		</item>
		
		        
		<item>
			<title><![CDATA[Renewable energy in the new EU member states]]></title>
			<link>http://www.ce.nl/publicatie/renewable_energy_in_the_new_eu_member_states/326</link>
			<guid>http://www.ce.nl/publicatie/renewable_energy_in_the_new_eu_member_states/326</guid>
			<description><![CDATA[At the request of the EU-Japan Centre for Industrial Cooperation, CE has carried out a study to assess the status of renewable energy in the ten (East European) countries that joined the EU in 2004. In each new member state current capacity, future potential and the policy setting were reviewed and an individual case study elaborated. ]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Electricity labelling 2004]]></title>
			<link>http://www.ce.nl/publicatie/electricity_labelling_2004/327</link>
			<guid>http://www.ce.nl/publicatie/electricity_labelling_2004/327</guid>
			<description><![CDATA[On 1 January 2005 provisions came into force obliging electricity suppliers and producers to report the shares of various energy sources in the overall fuel mix they supply or produce. Using the data available in January 2005, CE analysed the mix embodied in the electricity supplied to Dutch end users in 2004, distinguishing between domestic production and imports. The CO2 emissions and the volume of nu-clear waste associated with both domestically produced and imported power were also inventoried.]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Energy saving potential in the ICT sector]]></title>
			<link>http://www.ce.nl/publicatie/energy_saving_potential_in_the_ict_sector/344</link>
			<guid>http://www.ce.nl/publicatie/energy_saving_potential_in_the_ict_sector/344</guid>
			<description><![CDATA[At the request of the provincial Environmental Federations of Drenthe, Groningen and Friesland, CE has carried out an exploratory study on energy consumption in the ICT sector and, more importantly, on ways to reduce it. Several showcase ICT energy saving projects were also tracked down, as a means of aiding the effectiveness of communication and education efforts in this area. 

Given the high energy consumption of data hotels and telecom switches, companies like this have a strong motive for cutting back their energy consumption. ICT consultancies might also have a part to play in transferring information on energy-saving to other companies’ offices. Such advice can lead to substantial cost savings (as at Server Based Computing, though actual savings depend on the chosen configuration), introduction of power management schemes, or replacement of (written-off) ICT equipment by more efficient units. Those interviewed stated that when it comes to such consultancy and purchase of efficient equipment there is a need for a European energy label for ICT and office equipment, as is already the case for many domestic appliances. 

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +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[Organic agriculture and carbon fixation]]></title>
			<link>http://www.ce.nl/publicatie/organic_agriculture_and_carbon_fixation/377</link>
			<guid>http://www.ce.nl/publicatie/organic_agriculture_and_carbon_fixation/377</guid>
			<description><![CDATA[This report examines the claims made in a long-term field study on organic farming carried out by the Rodale Institute in the United States, which concludes that organic farming can remove \&quot;up to 1,000 pounds of carbon per acre-foot\&quot; from the atmosphere. In metric terms this means fixation of about 1100 kg of carbon per hectare. Although these figures could not be precisely verified, a literature study and independent experts confirm that organic farming can fix 2 to 4 times more carbon in soils than conventional agriculture. This means that up to 1% of the Netherlands’ climate control commitment could be covered if the Dutch government’s target of 10% organic farming acreage is attained in 2010. ]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[The unpaid bill of Dutch livestock farmers]]></title>
			<link>http://www.ce.nl/publicatie/the_unpaid_bill_of_dutch_livestock_farmers/310</link>
			<guid>http://www.ce.nl/publicatie/the_unpaid_bill_of_dutch_livestock_farmers/310</guid>
			<description><![CDATA[Friends of the Earth-Netherlands (Milieudefensie) asked CE to use the current literature to estimate the aggregate social costs of the Dutch livestock industry, i.e. the costs passed on by the sector to society as a whole. This ‘unpaid bill’ comprises the costs associated with the various forms of mainly environmental damage caused by the industry: the cost of drinking water treatment, groundwater depletion in nature areas, damage due to ammonia emissions, local stench and so on. In 2002 the total social costs of the Dutch livestock industry for the effects considered amounted to approximately € 2.1 billion. 

The study also looked briefly at the scope for reducing these unpaid costs. Given that most Dutch livestock is now ‘factory farmed’, the main focus of this part of the study was on assessing whether a transition to more benign, i.e. organic, production methods would have any major impact on the ‘unpaid bill’. On basis of primarily qualitative data, and the lack of available quantified data, it is not possible to conclude that more benign production methods might result in either a higher or lower ‘unpaid bill’.  
]]></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. 

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Diesel engine emissions: a status report]]></title>
			<link>http://www.ce.nl/publicatie/diesel_engine_emissions%3A_a_status_report/341</link>
			<guid>http://www.ce.nl/publicatie/diesel_engine_emissions%3A_a_status_report/341</guid>
			<description><![CDATA[In the Netherlands diesel engine emissions (DEE) are classified as carcinogenic and employers are consequently obliged to take due steps to eliminate or minimise them. If technological substitution is unfeasible, employee exposure to DEE must be reduced as far as possible through measures framed within an occupational hygiene strategy, as prescribed under sections 4.17 and 4.18 of the Decree on Working Conditions. This report reviews the current status of measures to eliminate and control DEE in four occupational settings: docksides, vehicle filling stations, domestic refuse collection and con-struction sites. In the latter two cases, a limited number of practical measurements were also carried out to assess exposure levels and the impact of substitution and control measures. It was demonstrated that refuse collectors operating gas-fuelled refuse vehicles or diesel-fuelled vehicles with a particle trap are exposed to about 50% lower DEE than those operating today&iuml;&iquest;&frac12;s diesel vehicles. Based on these results it was calculated that, in this occupational situation, particle traps and gas-fuelled vehicles can achieve a significant reduction of some 30% in the additional risk of lung cancer.]]></description>
			<pubDate>Fri, 12 Aug 2011 14:10:43 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Policy Review on Decoupling: Development of indicators to assess decoupling of economic development and environmental pressure in the EU-25 and AC-3 countries]]></title>
			<link>http://www.ce.nl/publicatie/policy_review_on_decoupling%3A_development_of_indicators_to_assess_decoupling_of_economic_development_and_environmental_pressure_in_the_eu-25_and_ac-3_countries/296</link>
			<guid>http://www.ce.nl/publicatie/policy_review_on_decoupling%3A_development_of_indicators_to_assess_decoupling_of_economic_development_and_environmental_pressure_in_the_eu-25_and_ac-3_countries/296</guid>
			<description><![CDATA[Resource flows link the economy with the ecosystem and form the bridge between human activities and environmental impacts. The use of resources on the one hand leads to wealth and economic growth. On the other hand, it leads to problems related to resource availability, and to the generation of waste and emissions. In the EU, the decoupling of economic growth from the environmental impacts of resource use has become a policy objective. This study constructs indicators for resource productivity and analyzes why resource productivity differs between countries. In addition to traditional indicators like DMC and DMI, this study introduces an environmentally weighted material consumption indicator (the EMC) and an indicator for land-use. The traditional and new indicators are subsequently discussed and pros and cons are identified. An investigation into the driving forces of differences in resource productivity between countries reveals that the level of income and the structure of the economy are dominating factors. Countries which have developed an extensive set of policy measures to enhance resource productivity tend to be not more resource efficient than other countries that have not developed such policies]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Climate impacts from international aviation and shipping]]></title>
			<link>http://www.ce.nl/publicatie/climate_impacts_from_international_aviation_and_shipping/298</link>
			<guid>http://www.ce.nl/publicatie/climate_impacts_from_international_aviation_and_shipping/298</guid>
			<description><![CDATA[The international aviation and shipping sectors contribute significantly to climatic change and air pollution. Until now, however, Parties to the United Framework Convention on Climate Change (UNFCCC) have not been able to agree on a methodology to assign responsibility for greenhouse gas emissions from these sectors. In addition, the International Civil Aviation Organization (ICAO) and the International Maritime Organization (IMO) have not been able to agree on any action to ensure effective implementation of mitigation policies to reduce greenhouse gas emissions from international aviation and shipping. However, both ICAO and IMO are investigating several policy options. These options may have implications for monitoring and reporting requirements as well as for the allocation of responsibility for international climate emissions from both sectors. It is for this reason that the present report focuses broadly on all these issues.

Against this background, the Netherlands Research Programme on Climate Change (NRP-CC) asked CE Delft and its partners to provide an assessment of the latest policy developments and scientific findings on the following issues:Development of greenhouse gas emissions from international aviation and shipping.Impacts on climate; for aviation an update of scientific findings since the 1999 IPCC Special Report on Aviation and the Global Atmosphere.Allocation options.Development of mitigation policies at global and EU levels for aviation and shipping.Data availability and data requirements.The primary aim of this report is to inform representatives of Ministries of Transport and Environment of the EU-25 and other stakeholders on the latest scientific findings and policy developments with regard to the aforementioned issues. This may facilitate further policy discussions in the UNFCCC, within ICAO, IMO and the EU with respect to monitoring and allocation of greenhouse gas (GHG) emissions from international aviation and shipping and possible policies to mitigate those emissions.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Traffic speed and emissions]]></title>
			<link>http://www.ce.nl/publicatie/traffic_speed_and_emissions/305</link>
			<guid>http://www.ce.nl/publicatie/traffic_speed_and_emissions/305</guid>
			<description><![CDATA[The Dutch Transport Research Centre, AVV, is preparing a brochure for local and regional government departments on how motorway traffic speed affects traffic flow, traffic safety, environmental impact and so on. CE was asked to contribute by reviewing the relationship between vehicle speed and environmental burden.

There are two types of traffic that cause unduly high emissions (NOx, PM10 and CO2): high-speed traffic and tailbacks. 

For an array of technical reasons, vehicle air emissions rise significantly at speeds over 100-120 km/h, essentially because vehicles are optimised for operation at ‘normal’ speeds. Because of growing air resistance at higher speeds, there is also a sharp rise in CO2 emissions, contributing to climate change. 

Tailbacks are the second category of traffic with a disproportionate environmental impact. In this ‘stop and go’ type of situation, with repeated revving up of engines, more fuel is burned, for the simple reason that it takes a lot of energy to get a vehicle moving. A second reason why pollutant emissions are higher in tailbacks is that the three-way catalytic converters installed in petrol-driven vehicles cannot keep up with the short bursts of engine firing, while in diesel vehicles local deficits of in-cylinder oxygen lead to a marked increase in PM10 emissions with each restart.

The main instrument of emissions reduction are currently the ‘Euro’ emission standards for new vehicles, progressively tightened every few years. To comply with Dutch legislation implementing European air quality standards, under certain circumstances there may be a need for additional local measures. One option here is the so-called ‘Overschie’ regime, but erecting roadside barriers, fitting buses with particle traps and introducing disincentives for ‘dirty’ vehicles are all means of improving local air quality.


]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Environmental profile of Valess: Dairy-based ‘meat’ compared with meat and other meat substitutes]]></title>
			<link>http://www.ce.nl/publicatie/environmental_profile_of_valess%3A_dairy-based_%91meat%92_compared_with_meat_and_other_meat_substitutes/307</link>
			<guid>http://www.ce.nl/publicatie/environmental_profile_of_valess%3A_dairy-based_%91meat%92_compared_with_meat_and_other_meat_substitutes/307</guid>
			<description><![CDATA[Dutch dairy producers Campina are planning to launch a new meat substitute called Valess and asked CE to put it through an environmental analysis, comparing its eco-profile with that of the products with which it will be competing. The analysis showed that production of Valess has substantially less environmental impact than meat production, while scoring similarly to other (plant-based) meat substitutes. ]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[The price of transport]]></title>
			<link>http://www.ce.nl/publicatie/the_price_of_transport/181</link>
			<guid>http://www.ce.nl/publicatie/the_price_of_transport/181</guid>
			<description><![CDATA[This study provides a detailed review of the structure and magnitude of the external costs of passenger and freight transport in the Netherlands and the extent to which these costs are covered by user charges. It thus provides potentially important input to pricing policy discussions and design. The report, an update of our 1999 study &iuml;&iquest;&frac12;Efficient prices for transport&iuml;&iquest;&frac12;, was written in close collaboration with the Free University, Amsterdam. The study was commissioned by the Dutch Transport ministry as part of the preparatory work for its new policy paper on transport mobility. The study, with 2002 as its reference year, covers all the main modes of passenger and freight transport by road, rail and inland waterway. It details all the various costs and charges associated with each and how these are currently allocated across user groups. The following costs were considered: infrastructure construction; infrastructure maintenance and operation; infrastructure land take (direct and indirect, incl. parking); traffic safety; climate change (CO2 emissions); air pollution (NOX, PM10, HC and SO2 emissions); and congestion. For each of these we calculated both the variable user costs, i.e. those that are a direct function of transport performance, and the total social costs. The variable costs are the key issue for government when it comes to using pricing policy to maximise social welfare. From this &iuml;&iquest;&frac12;efficiency&iuml;&iquest;&frac12; perspective, a user charge equal to the variable external costs of the transport mode in question is in order. As these costs vary substantially across vehicles and traffic situations, we calculated with best and worst case scenarios. In the case of total social costs, it is essentially the principle of &iuml;&iquest;&frac12;fairness&iuml;&iquest;&frac12; that is at stake and the degree to which these costs are passed on to user groups.  The main conclusion of the study is that there is not a single category of road or rail vehicle or inland shipping vessel that &iuml;&iquest;&frac12;pays its way&iuml;&iquest;&frac12; in terms of the total social costs to which it gives rise being fully recovered via user charges. Neither is there a single category of vehicle or vessel for which variable costs are fully covered by standing variable charges. This implies that the variable costs of all these means of transport would rise if the variable external costs were passed on to users. The only exception here is the best case scenario for petrol-fuelled passenger cars (no congestion, non-urban traffic, vehicle up to latest emission standards).]]></description>
			<pubDate>Thu, 18 Jun 2009 11:43:17 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[A level playing field for High Speed Rail and Low Cost Carriers: A preliminary analysis]]></title>
			<link>http://www.ce.nl/publicatie/a_level_playing_field_for_high_speed_rail_and_low_cost_carriers%3A_a_preliminary_analysis/306</link>
			<guid>http://www.ce.nl/publicatie/a_level_playing_field_for_high_speed_rail_and_low_cost_carriers%3A_a_preliminary_analysis/306</guid>
			<description><![CDATA[On certain European routes, cheap flights by Low Cost Carrier (LCC) are now competing directly with High Speed Rail (HSR) links. To improve insight into the external costs associated with each, CE was commissioned by the Dutch Ministry of Transport and Public Works (Aviation directorate) to carry out a desk study to assess the marginal external costs and charges of LCCs and HSR in the Netherlands, to served as input to the 'level playing field' debate. A first-pass analysis of other costs and charges was also carried out.  With the exception of aircraft noise nuisance, virtually none of the external costs associated with either option are internalised in the form of any substantial charge. The overall conclusion is that the external costs of neither High Speed Rail nor air transport in general are properly accounted for in current policy and pricing regimes.   This study is merely a first step towards addressing 'level playing field' issues and cannot be used to draw any final conclusions. For fair comparison of HSR en LCC, the analysis must go beyond external costs and charges to encompass issues of cost, depreciation and transfer of existing aviation and HSR infrastructure as well as various forms of government support, both direct and indirect.]]></description>
			<pubDate>Fri, 12 Aug 2011 14:42:10 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Update of FLEXSYT environmental parameters]]></title>
			<link>http://www.ce.nl/publicatie/update_of_flexsyt_environmental_parameters/188</link>
			<guid>http://www.ce.nl/publicatie/update_of_flexsyt_environmental_parameters/188</guid>
			<description><![CDATA[To assess vehicle-level effects of traffic measures like extra lanes and changes to crossroads geometry, the Dutch Transport Research Centre (AVV) uses a computer model called FLEXSYT that calculates not only impacts on traffic flow but also the environmental impact of various scenarios. The environment module of FLEXSYT was outdated, however, and AVV therefore asked CE to perform an update, while retaining the current formulae as far as possible. 
The model consists of formulae derived from a series of empirical models describing vehicle emission characteristic. These formulae comprise two kinds of parameter: general parameters (vehicle fleet data, for example) to calculate the emissions of particular vehicle flows, and empirical model parameters describing the relationship between fuel and energy consumption and emissions. The updating process comprised two parallel activities.
The general parameters were updated using statistics from several sources, including Netherlands Statistics (CBS) and the Dutch Traffic and Transport Taskforce (Taakgroep Verkeer and Vervoer). The empirical model parameters were updated by comparing European type approval data with model predictions over the type approval cycle. A computer model developed by consultants Goudappel Coffeng and incorporating the FLEXSYT formulae calculates the vehicle emissions over the European type approval cycle. By comparing the modelling results with known type approval data, the model parameters could be empirically tweaked until they matched. 
The update resulted in a large number of parameters being updated and a better estimate of vehicle emissions. The report describes the procedure adopted and reviews the model formulae.

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
		</item>
		
		        
		<item>
			<title><![CDATA[Economy-wide materials flows and environmental policy]]></title>
			<link>http://www.ce.nl/publicatie/economy-wide_materials_flows_and_environmental_policy/337</link>
			<guid>http://www.ce.nl/publicatie/economy-wide_materials_flows_and_environmental_policy/337</guid>
			<description><![CDATA[Our consumption of natural resources in Europe has consequences on the environment outside the EU borders. Current policy does not sufficiently address these issues and therefore the topic has gained increasing interest of policy makers, both within the Netherlands, the EU and the OECD. From the EU and the OECD plans have been developed to monitor material flows entering the economy. From these monitoring systems, indicators can be derived, like Direct Material Input, which aggregate material flows on the basis of weight. This study, commissioned by VROM, CE and CML shows that weight is a poor indicator for the environmental problems associated with material consumption. Moreover, the proposed indicators do not link with the policy objectives of a material flow policy. We propose alternatives using information from LCAs and discuss the use of these alternatives in actual policy making.]]></description>
			<pubDate>Fri, 12 Aug 2011 14:13:48 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Resource productivity and policies]]></title>
			<link>http://www.ce.nl/publicatie/resource_productivity_and_policies/338</link>
			<guid>http://www.ce.nl/publicatie/resource_productivity_and_policies/338</guid>
			<description><![CDATA[Our consumption of natural resources in Europe has consequences on the environment outside the EU borders. Current policy does not sufficiently address these issues and therefore the topic has gained increasing interest of policy makers. The EU is developing a Thematic Strategy on the sustainable use of natural resources. Increasing resource productivity in order to maintain the environment and enhancing the competitiveness of European industries is the central concept in this Thematic Strategy. Yet it is unclear how resource productivity is to be measured and to be translated into policy actions. This discussion paper, written in consultation with policy makers and business representatives, adds to the insight of the possibilities of natural resources policies and discusses indicators to measure resource productivity. 

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Charges for barges?]]></title>
			<link>http://www.ce.nl/publicatie/charges_for_barges/301</link>
			<guid>http://www.ce.nl/publicatie/charges_for_barges/301</guid>
			<description><![CDATA[This report studies potential pricing policies to reduce emissions in inland shipping, with a focus on NOx emissions. It shows that it is indeed possible to design economic incentives that will induce the owners of inland vessels to invest in emission reducing technology. The potential for emission reduction is considerable. Measures to reduce emissions in inland shipping are as cost effective as options in other modes of transport. Three types of economic incentives have been studied in more detail: a differentiated fuel charge, a differentiated waterway charge and differentiated harbour dues. All incentives act by charging vessels with low emissions less than vessels with high emissions. The main obstacles for the introduction of incentives are existing legislation, particularly the Mannheim Convention, and the absence or relative low levels of current taxes and fees compared to the incentives that are needed for inducing cleaner engines.]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Environmental profile of Dutch power suppliers]]></title>
			<link>http://www.ce.nl/publicatie/environmental_profile_of_dutch_power_suppliers/183</link>
			<guid>http://www.ce.nl/publicatie/environmental_profile_of_dutch_power_suppliers/183</guid>
			<description><![CDATA[How green is the electricity you use? This is what the Dutch Association for Nature and the Environment (Stichting Natuur and Milieu) and the 12 provincial environmental federations are asking visitors to their website www.stroomscore.nl in an effort to make consumers more aware of the differences in the environmental impact of their power supply. The NGOs asked CE to determine the ‘fuel mix’ and CO2 emissions behind all the various ‘green’ and ‘grey’ electricity packages being marketed by Dutch suppliers. The results are now up for inspection at the Dutch Consumers Union’s energy website www.energiebond.nl.

The CO2 emissions of the ‘grey’ power vary from 0.48 to 0.63 kg CO2/kWh, depending above all on the share of cogeneration and nuclear in the supply, these sources having substantially lower CO2 emission factors. Another key factor is the ratio between coal and gas, the fuels most commonly used for power generation in the Netherlands, with gas causing far lower CO2 emissions than coal (by a factor 2). ‘Green’ power is provided above all by biomass and to a lesser degree wind, with solar and hydropower making only a fractional contribution. 
At the regulatory level, the main emphasis until now has been on what information should be made available to consumers, with far less discussion of how suppliers are to provide that information. 
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Water in the deep end]]></title>
			<link>http://www.ce.nl/publicatie/water_in_the_deep_end/291</link>
			<guid>http://www.ce.nl/publicatie/water_in_the_deep_end/291</guid>
			<description><![CDATA[During oil and natural gas recovery, substantial volumes of wastewater are generated that must be suitably disposed of. There are two basic options: surface treatment and subsequent discharge of the wastewater, or underground injection in deep geological formations, including depleted oil and gas fields. Although there are fairly standard and widely accepted disposal methods for most of these wastewater flows, certain sector-specific wastewater flows not originating in deep underground need to be legislated more thoroughly. 
Standard practices for environmental impact assessment were not developed with underground disposal in mind, nor can they be used to that end. The Dutch oil company NAM therefore commissioned CE to develop a method for comparing the environmental impact of deep-well injection with that of alternative disposal options. The method is intended for use in licensing procedures, including EIA procedures, for projects involving injection of wastewater flows from gas and oil recovery. In developing the method, standing policy was taken as the point of departure wherever possible and consultations were held with all the parties potentially involved in such licensing procedures. 
The next step is to put the method through practical trials in one or more EIA procedures. If the results are satisfactory, it is recommended that the method be adopted as standard procedure.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[A new environmental methodology for packaging and its integration with product policy: A preliminary study]]></title>
			<link>http://www.ce.nl/publicatie/a_new_environmental_methodology_for_packaging_and_its_integration_with_product_policy%3A_a_preliminary_study/304</link>
			<guid>http://www.ce.nl/publicatie/a_new_environmental_methodology_for_packaging_and_its_integration_with_product_policy%3A_a_preliminary_study/304</guid>
			<description><![CDATA[Under the terms of the 3rd Packaging Agreement negotiated between government and industry, it was agreed that a study should be commissioned with the twofold aim of improving the environmental impact methodology presently used for product packaging and assessing the scope for integrating environmental policy on packaging with overall product policy. CE and [Dutch accountants] KPMG have taken up the challenge and, backed up by a broad-based advisory committee (industry, government and environmental movement) and four practical case studies carried out at Campina, the Greenery, Philips and Unilever, have examined the scope for the envisaged policy innovations. 

The main conclusion of the study is that an environmental methodology based on cradle-to-grave greenhouse emissions and ultimate landfill requirements would be far superior to the current approach, based solely on kilograms of packaging waste and recycling percentages. However, a methodology limited to just these two environmental ‘themes’ is inadequate for products in the wider sense, where eutrophication, groundwater depletion and any other impacts are also involved. The conclusion is that this particular environmental methodology provides no real perspective for fully integrating environmental policy on packaging and products. 

The four case studies yielded one particularly interesting result: that extra packaging often benefits the environment, particularly where perishable goods are concerned. This is because the products in question have a 3 to 50 times greater environmental impact than their packaging and the environmental gains of avoiding product losses more than outweigh the burden associated with the extra packaging. ]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Dearer diesel]]></title>
			<link>http://www.ce.nl/publicatie/dearer_diesel/187</link>
			<guid>http://www.ce.nl/publicatie/dearer_diesel/187</guid>
			<description><![CDATA[In this study, carried out at the request of Friends of the Earth-Netherlands (Milieudefensie), we calculated the effects of an annual rise of 3.33 ct/l in diesel fuel duty over the period 2005-2007, i.e. a total increase of 10 ct/l. The study estimates the effects on the CO2 and NOX emissions of the road vehicle fleet, on government revenues and on the fuel mix. There is specific focus on the impact on high-mileage passenger cars and freight vehicles, and a rough-and-ready estimate of how such a increase would affect congestion. 
Among the conclusions are that the increase in diesel duty would reduce CO2 and NOX emissions by 0.5 &plusmn; 0.3 Mtonne and 4.9 &plusmn; 1.8 ktonne, respectively, in 2010. Government revenues would increase by an projected € 160 - 350 million in 2010. 
Milieudefensie has used the results of this study for the background report for their ‘Dirty Diesel Duurder!’ campaign.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[The other side of the coin]]></title>
			<link>http://www.ce.nl/publicatie/the_other_side_of_the_coin/184</link>
			<guid>http://www.ce.nl/publicatie/the_other_side_of_the_coin/184</guid>
			<description><![CDATA[In this study, commissioned by the Dutch Association for Nature and the Environment (Stichting Natuur and Milieu), CE reviews a wide range of developments in the realm of freight transport that impinge on various aspects of sustainability. Key results include the following:The Dutch economy is one of the most transport-intensive in Europe. Although trucks account for only 2% of registered road vehicles, freight transport is responsible for about 26% of the total external costs of traffic.Transport volume is growing by about 3% a year on average and forecasts do not indicate any let-up of that trend. Ownership and use of vans, frequently used for freight carriage today, are growing even harder.Dutch freight transport CO2 emissions increased by 37% between 1990 and 2000, owing mainly to growth of road freight. Between 2000 and 2010 these emissions will probably continue to rise by a further 50% or so.Emissions of NOx and PM10 are decreasing, the result of progressive tightening of road vehicle emission standards.Freight transport is a major cause of air pollution and noise nuisance along roads and a major contributor to health damage.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[The greening of taxes and public finance Options for municipal and provincial authorities]]></title>
			<link>http://www.ce.nl/publicatie/the_greening_of_taxes_and_public_finance_%3Cbr%3Eoptions_for_municipal_and_provincial_authorities/292</link>
			<guid>http://www.ce.nl/publicatie/the_greening_of_taxes_and_public_finance_%3Cbr%3Eoptions_for_municipal_and_provincial_authorities/292</guid>
			<description><![CDATA[Over the past 15 years there has been quite some ‘greening’ of the Dutch tax system, with environment-related taxes now (2004) accounting for some 14 per cent of total tax revenue. Most prominent among these is undoubtedly the Energy Tax escalator (the former Regulatory Energy Charge). Compared with the relatively keen interest shown in green taxes at the national level, though, interest at lower government levels has been modest and at best fragmentary. Against this background CE was commissioned by the Dutch Environment ministry (VROM) to perform a study on ‘devolved fiscal greening’.  

The resultant report inventories new and existing options, assessing their environmental efficacy, practicability and likely support base. The advice can be seen as a ‘road map’ bringing some kind of structure to the broad range of options available, with local and provincial executives being in the best position to evaluate ultimate choices at their particular level.

Four specific measures were deemed most promising at the devolved level. One is to differentiate parking charges according to vehicle size and emission class. This measure can help reduce parking congestion as well as improve urban air quality. As a first step, councils might opt to differentiate the rates paid by permit-holders. A second option is to differentiate the rates paid for municipal refuse disposal, as is indeed already the case in one in four Dutch municipalities. Another route to ‘greening’ at the decentralised level is to include environmental considerations when granting concessions for regional and local transport, in the form of explicit criteria for vehicle emissions and so on. All municipal and provincial authorities are to be sent a circular by VROM detailing the green tax options available, leaving them free to decide which, if any, options are appropriate in their particular circumstances, given local preferences.]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[External assessment of a pilot scheme to integrate reporting on environment and energy*]]></title>
			<link>http://www.ce.nl/publicatie/external_assessment_of_a_pilot_scheme_to_integrate_reporting_on_environment_and_energy%2A/145</link>
			<guid>http://www.ce.nl/publicatie/external_assessment_of_a_pilot_scheme_to_integrate_reporting_on_environment_and_energy%2A/145</guid>
			<description><![CDATA[Dutch companies currently submit their Annual Environmental Report in electronic form, and consideration is being given to a similar means of reporting on company energy performance under long-term negotiated agreements on energy efficiency. The aim: savings on administrative expenditure. To this end 40 industries with energy performance obligations participated in a pilot scheme in which they were asked to report electronically in this case, too. To evaluate this pilot scheme, Novem, the Netherlands Agency for Energy and the Environment, asked CE to conduct a series of interviews with representatives of industry, the Competent Authority and sectoral consultants.

In terms of time saved, companies saw only limited benefits in the new arrangement, although the availability of the previous year’s data was deemed a major advantage. The following main problems were reported by both industry and the Competent Authority:the limited availability of the Helpdesk;the need for users to log in to check for updates;the incompatibility of an internet-based scheme with internal network security.The report makes recommendations to remedy these and other, less serious problems. It is also emphatically recommended that the Competent Authority play an active role in overall introduction of any such scheme. Based on the results, Novem has advised the Ministry of Economic Affairs to continue its pursuit of integrated reporting on environment and energy. 
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Mooring posts, a second life]]></title>
			<link>http://www.ce.nl/publicatie/mooring_posts%2C_a_second_life/134</link>
			<guid>http://www.ce.nl/publicatie/mooring_posts%2C_a_second_life/134</guid>
			<description><![CDATA[CE was commissioned by the South Holland provincial executive to assess the feasibility of recycling hardwood mooring posts. It was found that a certain proportion of these posts are already recycled and so five recommendations were made as to how this number might be further increased:

    In specifications, drop the obligation to use new mooring posts.
    Set up a website to mediate sales of recycled posts.
    Inform post suppliers and users about recycling options and point them to the website.
    Introduce certification for batches of over (say) 10 recycled posts.
    Discourage retention of recycled posts for own use, to increase circulation on the open market.
]]></description>
			<pubDate>Fri, 12 Aug 2011 14:43:36 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Incentives in action]]></title>
			<link>http://www.ce.nl/publicatie/incentives_in_action/151</link>
			<guid>http://www.ce.nl/publicatie/incentives_in_action/151</guid>
			<description><![CDATA[Technologies or practises that improve the environmental performance of road transport are often not profitable for a haulier, but may nevertheless be desirable from a governmental and societal point of view. Governments may then implement policies that provide incentives to the industry, encouraging faster introduction of best available technologies and practices. 
In this report, that was commissioned by the International Road Union (IRU), an overview is presented of the various government incentives for road transport either currently in place in the ECMT countries, or feasible but not yet applied. These include both monetary incentives such as road use charges that are differentiated to environmental performance of the vehicle and financial incentives for clean technologies, and non-monetary incentives such as the Austrian ecopoint system and exemptions from driving bans for cleaner vehicles. The effects of this variety of incentives are analysed and compared, and recommendations on possible improvements are provided. 
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Climate Change, Climate PolicyBackground to parliamentary choices]]></title>
			<link>http://www.ce.nl/publicatie/climate_change%2C_climate_policy%3Cbr%3Ebackground_to_parliamentary_choices/76</link>
			<guid>http://www.ce.nl/publicatie/climate_change%2C_climate_policy%3Cbr%3Ebackground_to_parliamentary_choices/76</guid>
			<description><![CDATA[The effects of climate change are now more apparent than they were several years ago and it is now deemed more likely that the warming of the earth’s atmosphere is indeed due to human activity. The temperature has already risen by 0.6&ordm;C, leading to 10 to 20 cm higher sea levels; in the course of the 21st century it is predicted to rise by between 1.4 and 5.8&deg;C relative to the pre-industrial era. Two basic kinds of policy measure are required: to address the consequences of climate change, and to prevent any temperature rise over 2&deg;C, beyond which point grave environmental consequences are predicted. The report considers how climate policy can be designed for maximum cost-effectiveness, mainly through international diplomacy, an area in which the Netherlands can potentially make a major contribution. In the domestic arena, the report recommends policies to encourage innovation as well as specific measures for transport and housing.

Information on this study is also available at the KNMI website: www.knmi.nl.]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Operation and maintenance of freight transport infrastructureSub-study 2: Cost structures and levels]]></title>
			<link>http://www.ce.nl/publicatie/operation_and_maintenance_of_freight_transport_infrastructure%3Cbr%3Esub-study_2%3A_cost_structures_and_levels/351</link>
			<guid>http://www.ce.nl/publicatie/operation_and_maintenance_of_freight_transport_infrastructure%3Cbr%3Esub-study_2%3A_cost_structures_and_levels/351</guid>
			<description><![CDATA[This sub-study is part of an Interdepartmental Policy Study (IPS) on freight transport user charges, the main aim of which is to assess how the operation and maintenance (O&amp;M) costs of government-operated transport infrastructure can best be passed on to shippers using that infrastructure. The study covers road and rail transport and inland shipping. 

In this second sub-study the structure and level of the O&amp;M costs of infrastructure use are quantitatively analysed and costs allocated to road, railway and waterway users within the framework defined in the first sub-study. In doing so, three policy variants were considered:The zero scenario, providing a review of current infrastructure charges and a description of current policy in this area.A variant in which only user-variable costs are allocated to users.As variant 2, but with additional allocation of fixed costs (i.e. full allocation of all O&amp;M costs to users).

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Operation and maintenance of freight transport infrastructureSub-study 1: Definitions and pricing principles]]></title>
			<link>http://www.ce.nl/publicatie/operation_and_maintenance_of_freight_transport_infrastructure%3Cbr%3Esub-study_1%3A_definitions_and_pricing_principles/350</link>
			<guid>http://www.ce.nl/publicatie/operation_and_maintenance_of_freight_transport_infrastructure%3Cbr%3Esub-study_1%3A_definitions_and_pricing_principles/350</guid>
			<description><![CDATA[This sub-study is part of an Interdepartmental Policy Study (IPS) on freight transport user charges, the main aim of which is to assess how the operation and maintenance (O&amp;M) costs of government-operated transport infrastructure can best be passed on to shippers using that infrastructure. The study covers road and rail transport and inland shipping. 

In this first sub-study certain basic concepts such as ‘user-variable’ are defined. There is also a qualitative discussion of a number of pricing principles that might serve as a framework for possible allocation of O&amp;M costs to infrastructure users. Finally, three policy variants are defined that are elaborated and quantified in the rest of the IPS:The zero scenario, providing a review of current infrastructure charges and a description of current policy in this area.A variant in which only user-variable costs are allocated to users.As variant 2, but with additional allocation of fixed costs (i.e. full allocation of all O&amp;M costs to users).
  
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[A broad collection strategy for beverage packaging: Win-win for the environment and for local authorities]]></title>
			<link>http://www.ce.nl/publicatie/a_broad_collection_strategy_for_beverage_packaging%3A_win-win_for_the_environment_and_for_local_authorities/141</link>
			<guid>http://www.ce.nl/publicatie/a_broad_collection_strategy_for_beverage_packaging%3A_win-win_for_the_environment_and_for_local_authorities/141</guid>
			<description><![CDATA[NVRD, Roteb, SNM and VNG, representing Dutch local authorities and the environmental movement, commissioned CE and Bureau B&amp;G to elaborate a new policy strategy for beverage packaging. The study was conducted as a matter of urgency, following the announcement by national government and industry, shortly before the summer break, of a new plan for PET beverage bottles to which local governments were keen to respond. 
 
The local government scenario has three aims: a high level of environmental protection, a robust litter strategy and minimum cost to the community. It was calculated that clearing up beverage packaging litter, including the emptying of litter bins and waste processing, currently costs 5.7 euro cents per can or bottle. A deposit system achieving a return percentage of around 85% of these items will cut these costs substantially. Earlier research has indicated, moreover, that deposits on cans and bottles reduce litter by about  83% in these categories. The costs of this kind of deposit system, possibly also using one-way glass, approximately equal revenues from non-recovered deposits and sales of material for recycling. The savings to the community are thus equal to the cost of litter clearance.
 
To prevent the local government scheme distorting the competitiveness of beverage cartons and other forms of packaging that are not collected, it is proposed to spread the collection of revenue by imposing a charge on a broad range of packaging types, earmarked to the cost of waste disposal and environmental performance.

The report concludes by reviewing the environmental impacts of specific types of beverage packaging. Returnable glass and PET and beverage cartons prove to perform best in this respect, with one-way PET and cans scoring lower but still reasonably well. Despite being recycled by way of bottle banks, one-way glass scores worst. With respect to beverage cans, it is noteworthy that the aluminium variety scores better in a deposit system than the present steel model.

By presenting this plan, local authorities hope to establish a constructive dialogue with the industry and with national government, in pursuit of an integrated strategy for beverage packaging.

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Bulb-growing: A Stakeholder study]]></title>
			<link>http://www.ce.nl/publicatie/bulb-growing%3A_a_stakeholder_study/328</link>
			<guid>http://www.ce.nl/publicatie/bulb-growing%3A_a_stakeholder_study/328</guid>
			<description><![CDATA[Of national importance economically, the Dutch bulb-growing industry is also responsible for a range of environmental impacts associated with use of pesticides and nutrients. At the request of the Technology Assessment Steering Group, a advisory body to the Dutch Ministry of Agriculture, Nature and Food Quality, CE carried out a ‘stakeholder analysis’ of the Dutch bulb-growing sector, inventorying the opportunities and problems facing the trade on the basis of 26 interviews with stakeholder representatives. To this end, interviews were held people in the bulb-growing trade itself as well as with representatives of water boards, environmental NGOs, provincial authorities, R&amp;D institutes and health, enforcement and tourist agencies aligned with the trade.

Environmental problems are recognised by virtually all parties, with nutrient emissions seen as the most pressing. Besides reporting on the main results, the study also includes full transcripts of the interviews.  
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Recycling versus refilling of PET bottles: an environmental  comparison]]></title>
			<link>http://www.ce.nl/publicatie/recycling_versus_refilling_of_pet_bottles%3A_an_environmental__comparison/140</link>
			<guid>http://www.ce.nl/publicatie/recycling_versus_refilling_of_pet_bottles%3A_an_environmental__comparison/140</guid>
			<description><![CDATA[Most soft drinks and mineral waters are now sold in returnable 1.5 litre PET bottles with a deposit. In the Netherlands this is the agreed policy up to 2006, as laid down in the 3rd Voluntary Agreement on Packaging. The EU recently raised objections to member states obliging manufacturers to refill soft drinks bottles, as this is deemed to distort the market. The soft drinks industry responded by teaming up with the government to develop an alternative packaging strategy for soft drinks and mineral waters, i.e. without compulsory refilling, which is up to approximately the same environmental standards as the current system.

Against this background CE was commissioned by the industry to compare the environmental impact of three different scenarios. As a reference the current system was taken: refillable bottles with a deposit for soft drinks and mineral waters, small one-way bottles for these drinks and one-way bottles for other drinks, too.
Secondly, an alternative proposed by the industry was examined, embracing a switch, in 2006, from 1.5 litre returnable bottles for soft drinks and waters to one-way recyclable bottles that would still be returned to the supermarket for the deposit. The resultant additional environmental impact would be compensated by concurrent collection of small bottles for recycling plus use of recycled PET in these bottles. In 2010 the industry envisages switching to a uniform collect-and-recycle system for all PET bottles, large and small, with continued use of recyclate.

Thirdly, the possibility was considered of industry and government failing to reach agreement, implying a choice for compulsory deposits on both large and small PET bottles. 

Conclusion
The main conclusion of the study is that the industry alternative, the reference system with refillable bottles and the alternative of bottles with a compulsory deposit all score similarly in environmental terms, provided, in the industry system, that sufficient bottles are collected and sufficient recyclate is used. This conclusion was supported by the supervisory committee (NFI for the industry; Stichting Natuur en Milieu for environmental NGOs; ministries of environment and food and agriculture) as well as reviewer IVAM.

Sensitivity analysis showed that the differences between the three scenarios are affected little by variations in such parameters as bottle weight, number of reuse cycles or efficiency of waste processing. However, they are significantly affected by collection and recycling percentages as well as by the percentage of recyclate per bottle.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Marginal costs of infrastructure use – towards a simplified approach]]></title>
			<link>http://www.ce.nl/publicatie/marginal_costs_of_infrastructure_use_%96_towards_a_simplified_approach/456</link>
			<guid>http://www.ce.nl/publicatie/marginal_costs_of_infrastructure_use_%96_towards_a_simplified_approach/456</guid>
			<description><![CDATA[The main objective of this study carried out for DG TREN was to make the methodology to calculate marginal social costs easier accessible and more transparent to a broader group of users than just the inner circle of economist and transport experts involved in the research so far. The study covers three transportmodes (road, rail and aviation) and the following cost categories: infrastructure, air pollution, noise, accidents, congestion and scarcity. The study consists of two parts: (1) an overview of theoretical approaches and cost drivers and (2) an overview of simplified approaches to estimate marginal costs.]]></description>
			<pubDate>Wed, 08 Apr 2009 12:27:34 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Hydrogen as a transport fuel: opportunities and challenges]]></title>
			<link>http://www.ce.nl/publicatie/hydrogen_as_a_transport_fuel%3A_opportunities_and_challenges/139</link>
			<guid>http://www.ce.nl/publicatie/hydrogen_as_a_transport_fuel%3A_opportunities_and_challenges/139</guid>
			<description><![CDATA[Hydrogen has a potential key role to play in a future sustainable energy economy, being considered a promising transport fuel for the longer term that provides scope for working towards a zero-emission economy based on an independent energy supply. Hydrogen technologies for the transport field are currently in the R&amp;D phase, with a wide variety of research programmes and pilot projects being sponsored by both government and industry. At present, the main obstacles to introduction of hydrogen relate to storage, infrastructure and costs. Successful introduction of hydrogen as a transport fuel will require a clear vision on the part of both government and industry, while keeping sight of the fact that ultimately it is the consumer who will decide.  ]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Urban mobility]]></title>
			<link>http://www.ce.nl/publicatie/urban_mobility/185</link>
			<guid>http://www.ce.nl/publicatie/urban_mobility/185</guid>
			<description><![CDATA[While transport mobility is undeniably essential for the functioning of urban settlements, it has equally undeniable impacts. This report analyses mobility trends in urban districts and examines the spatial planning problems to which they give rise. The basis premise of the study is that with time our means of transport will become so clean, quiet and efficient that problems of air quality, noise nuisance and CO2 emissions will be a thing of the past. How would those developments affect mobility? And what problems would remain? 
The first question proved difficult to answer, as there will probably be a variety of conflicting consequences that are difficult to quantify. To answer the second question we first examined current patterns of mobility in urban districts and found a clear relationship between the degree of urbanisation of residential areas and the mobility of residents. The more urbanised the area (expressed as number of dwellings per km2) the less the average daily distance travelled and the less car ownership and use. Travel by train, on the other hand, increased. Overall in the Netherlands bus, tram and metro are declining in popularity, except in the densely populated centres of the main cities, where these forms of public transport are now used more than twice as much as elsewhere, with growth still continuing. 
As mobility continues to grow, so too will land use problems in the urban environment unless they are tackled by means of dedicated policy. They key problems are land take (particularly for roads and parking facilities), diminished accessibility, the ecological ‘barrier action’ of roads and parked vehicles, traffic safety and risks to residents.
In tandem to this study, consultants Goudappel Coffeng looked into potential solutions to these problems. The results have been published in a Dutch-language report: ‘6+1 ruimtelijke opgaven voor de stedelijke regio’.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[The future of the ‘Environment and Industry’ Target Group Policy*]]></title>
			<link>http://www.ce.nl/publicatie/the_future_of_the_%91environment_and_industry%92_target_group_policy%2A/189</link>
			<guid>http://www.ce.nl/publicatie/the_future_of_the_%91environment_and_industry%92_target_group_policy%2A/189</guid>
			<description><![CDATA[The government’s ‘Environment and Industry’ Target Group Policy (DMI), with its negotiated environmental agreements, is currently halfway through its scheduled duration and government agencies are deliberating whether this approach has yielded the intended results and if it makes sense to continue it in its present form. This report provides input for the joint position of the provincial executives on this issue. The key question is whether the target group approach and the ‘covenant’ policy of negotiated environmental agreements will stay cost-efficient or effective in the years ahead. The report analyses how effective it has been over the past few years and makes recommendations as to the agenda that might be drawn up with parties for the coming period.]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[The scope for extending the current scope of public transport concessions]]></title>
			<link>http://www.ce.nl/publicatie/the_scope_for_extending_the_current_scope_of_public_transport_concessions/186</link>
			<guid>http://www.ce.nl/publicatie/the_scope_for_extending_the_current_scope_of_public_transport_concessions/186</guid>
			<description><![CDATA[What is the scope for widening the scope of the present Long-term Agreement with Dutch Rail (MJA-NS)? What gains can be achieved in the field of energy conservation? These questions were put to CE by the Dutch institute SenterNovem, in the light of plans to grant transport concessions to parties other than Dutch Rail-Passengers (DR-P), which would mean a steady decline in the transport performance under the present agreement.
Based on a number of factors for success and failure reported in the literature, it was found that of the transport sectors, public transport (bus, tram and metro) and rail freight transport are the most suitable candidates for extending the present arrangements.
For each of these sectors/companies, energy consumption and potential conservation measures were inventoried. The total energy consumption of the cited public transport companies is about 80% of that of DR-P, that of rail freight transport around 14%. The results showed that in both relative and absolute terms substantial savings can be achieved under the terms of a new MJA by implementing energy-saving measures based on renewable energy sources.
For public transport and rail freight transport, several conclusions are presented with respect to the pros and cons of including these in a wider MJA. Recommendations are also made for follow-up action within this process.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[The ‘Prevention in Pursuit of Sustainable Business’ programme]]></title>
			<link>http://www.ce.nl/publicatie/the_%91prevention_in_pursuit_of_sustainable_business%92_programme/138</link>
			<guid>http://www.ce.nl/publicatie/the_%91prevention_in_pursuit_of_sustainable_business%92_programme/138</guid>
			<description><![CDATA[The Dutch ‘Prevention in Pursuit of Sustainable Business’ programme (2001-2005), set up jointly by three agencies (IPO, VNG, UvW) and the ministries of Environment and Economic Affairs, seeks among other things to achieve an across-the-board reduction in the environmental burden of Dutch industry. Between January and May 2004 CE carried out an interim assessment of the programme with the following twin aim:to provisionally evaluate the programme and its constituent elements in terms of target achievement, cost effectiveness and efficiency, and identify the factors contributing to success and failure of implementation;to estimate the extent to which targets will indeed be secured with the mix of instruments currently in place and recommend possible supplementary targets and/or instruments. To this end, interviews were held with representatives of 29 municipal and 7 provincial authorities and 8 ‘support groups’, and 2 workshops organised with smaller segments of the former. A limited background study was also conducted to compare the programme with other policies and schemes pursuing part-overlapping objectives.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Environmental information systems for passenger and freight transport users]]></title>
			<link>http://www.ce.nl/publicatie/environmental_information_systems_for_passenger_and_freight_transport_users/135</link>
			<guid>http://www.ce.nl/publicatie/environmental_information_systems_for_passenger_and_freight_transport_users/135</guid>
			<description><![CDATA[To assess how individual consumers can factor environmental concerns into personal transport decisions, this report first reviews the environmental information currently available to them. There is a parallel review of the environmental data at hand to freight shippers. The report discusses the main choices affecting the environmental impact of passenger and freight transport and the information available today, identifying current data gaps and outlining the most promising means of addressing them. This leads to recommendations on four specific environmental information systems:choice of mode of passenger transport (e.g. car, train or bicycle);secondhand car purchase (catalytic converter,  fuel type, etc.);maintenance of passenger cars and heavy goods vehicles (materials, impact on emissions and fuel consumption);choice of mode of freight transport (e.g. road, rail or waterway).
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Certification of ‘Responsible car lease’: a feasibility study]]></title>
			<link>http://www.ce.nl/publicatie/certification_of_%91responsible_car_lease%92%3A_a_feasibility_study/137</link>
			<guid>http://www.ce.nl/publicatie/certification_of_%91responsible_car_lease%92%3A_a_feasibility_study/137</guid>
			<description><![CDATA[This report describes the results of a feasibility study on ‘Responsible Lease’, a hypothetical scheme for the certification of leased cars with respect to vehicle safety and fuel consumption. The aim would be to promote the use of relatively clean and safe vehicles, with no additional net costs incurred. The report makes a reasoned assessment of the scope and feasibility of ‘Responsible car lease’ certification, considering the possible design of such a scheme and the steps involved in its further development.]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Returned phosphoric acid: waste or not?]]></title>
			<link>http://www.ce.nl/publicatie/returned_phosphoric_acid%3A_waste_or_not/343</link>
			<guid>http://www.ce.nl/publicatie/returned_phosphoric_acid%3A_waste_or_not/343</guid>
			<description><![CDATA[At the request of Thermphos, CE has carried out a study to explore the definition of ‘waste’. Thermphos is a supplier of phosphoric acid which, after use, is sent back to the company. On return the spent acid is classified as a waste material, however. This study indicates that reusing this phosphoric acid is environmentally far preferable to treating it as waste and disposing of it accordingly (in controlled land-fill). For Thermphos, the spent acid is a satisfactory raw material and defining it as waste creates an unwarranted financial and administrative burden, as well as being bad for the company’s image.

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Policy constraints on biomass pilot projects]]></title>
			<link>http://www.ce.nl/publicatie/policy_constraints_on_biomass_pilot_projects/56</link>
			<guid>http://www.ce.nl/publicatie/policy_constraints_on_biomass_pilot_projects/56</guid>
			<description><![CDATA[The Dutch Ministry of Economic Affairs is currently elaborating the policy details of a transition to an energy supply based on renewable sources, including biomass. Taking as their point of departure the long-term outlook elaborated in the first phase of the project, market parties have charted a number of transition routes and drafted a series of pilot projects. Given the overall degree of innovation envisaged in transitions to biomass, these routes and projects may well be cramped by existing policy frameworks. This report briefly reviews potential bottlenecks and ways to address them through suitable refinement of standing policy. It is based on interviews with the architects of the various transition routes, representatives of NGOs and several other experts, who were asked to identify the bottlenecks foreseen for the next 5 to 10 years.]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Indicators and dematerialisation policy: a common view]]></title>
			<link>http://www.ce.nl/publicatie/indicators_and_dematerialisation_policy%3A_a_common_view/136</link>
			<guid>http://www.ce.nl/publicatie/indicators_and_dematerialisation_policy%3A_a_common_view/136</guid>
			<description><![CDATA[In the international arena a variety of proposals have been made to establish policies on natural resources, sometimes referred to as materials or dematerialisation policies. Any such policy will have to be monitored by means of appropriate indicators. However, the various indicators currently proposed in the international literature do not properly cover the issues policy-makers would like to see addressed. This position was recently elaborated in an article published by Sander de Bruyn, Ester van der Voet, Annemarth Idenburg, Jeroen van den Bergh and Harmen Verbruggen in the Dutch statistical journal ‘ESB’ of 16 April, 2004. The present report reprints that article and discusses some of the considerations involved in writing it. 

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[The nuclear landscape*]]></title>
			<link>http://www.ce.nl/publicatie/the_nuclear_landscape%2A/57</link>
			<guid>http://www.ce.nl/publicatie/the_nuclear_landscape%2A/57</guid>
			<description><![CDATA[At the request of the Rathenau Institute, CE reviewed the current status of various aspects of the nuclear power issue, examining the latest developments in the fields of reactor safety, waste, terrorism, proliferation, costs, climate change, public opinion and decision-making. The report concludes that over the last twenty years there have been particularly substantial changes in decision-making on nuclear power. Public opinion, on the other hand, is still as divided as ever. There would therefore seem little point in organising another \'Broad Public Debate\' on the issue like that of the 1980s, although more modest debates on individual sub-issues with specific target groups (the young, for example) may be worthwhile. 

This report can be ordered or downloaded from the Rathenau Institute (www.rathenau.nl). ]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[EPL: an energy performance measure for industrial estates]]></title>
			<link>http://www.ce.nl/publicatie/epl%3A_an_energy_performance_measure_for_industrial_estates/58</link>
			<guid>http://www.ce.nl/publicatie/epl%3A_an_energy_performance_measure_for_industrial_estates/58</guid>
			<description><![CDATA[On industrial estates there is presently great interest in energy conservation and use of renewable energy sources, with government and industry alike seeking to improve overall energy performance. What is still lacking, though, is a yardstick against which to measure such improvements.
EPL (the Dutch abbreviation of \'Energy Performance of Estate\') is a tool permitting straightforward comparison between the efficiency of energy options implemented individually and collectively. Used on new housing estates EPL has already proved its worth, leaving parties free to choose how energy savings are to be achieved while still leaving the end result amenable to standardised measurement.
At the request of IPO (Interprovinciaal Overleg), CE examined the feasibility of an EPL for new and existing industrial estates and whether such a tool could eventually provide what potential user groups are looking for. This feasibility study shows that development of this kind of EPL is indeed technically feasible. Given a number of problems identified in the study, this EPL will not be as accurate as that for housing projects, but sufficiently so for guiding additional measures to cut energy consumption on industrial estates.
Variants 1 (\'integrated\') and 4 (\'quick and dirty\') of the indicator satisfy user group requirements. A \'combined\' EPL that switches from variant 4 to variant 1 depending on data availability and phase of site development yields a handy and readily communicable indicator that can be usefully be applied in choosing which energy measures can best be implemented on both new and existing industrial estates. This EPL is based on the energy consumption of both buildings and production processes. ]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Environmental measures for the primary metals industry]]></title>
			<link>http://www.ce.nl/publicatie/environmental_measures_for_the_primary_metals_industry/303</link>
			<guid>http://www.ce.nl/publicatie/environmental_measures_for_the_primary_metals_industry/303</guid>
			<description><![CDATA[This report reviews the extent to which the Dutch primary metals industry has implemented Best Available Technology (BAT), as defined in the Euro-pean Union’s BAT Reference Documents (BREFs), with specific focus on those emissions for which Dutch Integrated Environmental Targets (IETs) for the year 2000 have still not been secured: atmospheric emissions of fluoride, fine particulates, lead, chromium, cadmium and mercury and sur-face-water emissions of mercury and cadmium. These targets were speci-fied in a Memorandum of Intent drawn up several years ago by the industry and government. The present study analyses the bottlenecks currently hampering further emissions reductions and recommends measures to ad-dress them. 
The study shows that the five companies investigated (which together ac-count for the bulk of sectoral emissions) are operating in compliance with BAT as laid down in the European BREFs. That the IETs have not been fully achieved, despite implementation of BAT, is due mainly to inaccura-cies in the 1985 reference data. To achieve the IETs for the cited pollutants will require substantial investments (&gt;270 M€) and for fluoride, particularly, there is still a long way to go. The results of this study are to serve as input for a government memorandum outlining new policy on Corporate Envi-ronmental Programmes.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Options for reducing transport emissions: effects of measures on acidifying and climate-changing emissions]]></title>
			<link>http://www.ce.nl/publicatie/options_for_reducing_transport_emissions%3A_effects_of_measures_on_acidifying_and_climate-changing_emissions/182</link>
			<guid>http://www.ce.nl/publicatie/options_for_reducing_transport_emissions%3A_effects_of_measures_on_acidifying_and_climate-changing_emissions/182</guid>
			<description><![CDATA[To meet its international commitments under the Kyoto Protocol, NEC directive, European air quality standards and so on, the Dutch government must implement additional policies in the coming years. In consultation with the transport sector, the Environment ministry (VROM) therefore drew up a broad list of 136 policy options and asked the National Institute for Public Health and the Environment (RIVM) and CE to estimate the costs, emissions impact and cost efficiency of each option. The outcome of the study was used by the ministry as the basis for drawing up the government’s new Transport Emissions policy. CE’s remit in this project CE was to calculate the effects and effectiveness of forty options and pull the results together into a comprehensive policy package.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[The benefits of cycling and how to assess them]]></title>
			<link>http://www.ce.nl/publicatie/the_benefits_of_cycling_and_how_to_assess_them/234</link>
			<guid>http://www.ce.nl/publicatie/the_benefits_of_cycling_and_how_to_assess_them/234</guid>
			<description><![CDATA[Although most of us are aware of the benefits of cycling many people are not. When we want to develop and implement a bicycle plan it is useful when we can show them the economic benefits of cycling. It will enhance the chance that we find support and financial contributions for our plan. This paper is meant to give you some support on the methodology when setting up a cost-benefit analysis.

The paper was written to accompany a presentation that was given at the meeting of partners of the Locomotives programme 27 September – 3 October 2003 in Utrecht, the Netherlands. This programme is co-ordinated by the Interface for Cycling Expertise (Ice) that also commissioned CE to take care of a presentation and paper. The paper mainly focuses on assessing costs and benefits, both private costs and benefits and infrastructure and external costs.

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Pay As You Drive (PAYD)]]></title>
			<link>http://www.ce.nl/publicatie/pay_as_you_drive_%28payd%29/235</link>
			<guid>http://www.ce.nl/publicatie/pay_as_you_drive_%28payd%29/235</guid>
			<description><![CDATA[Vehicle insurance is a major cost item for motorists, with premiums currently being paid as a lump sum on a quarterly or monthly basis. A more variable premium charge calculated per kilometre, per day or per trip, for example, might have major benefits, in terms of overall cost to society, because motorists would then assess whether a given trip is worth the extra risk and therefore extra premium. At the request of the Dutch Ministry of Transport and Water Management and in collaboration with TNO-Inro, CE has examined the feasibility and potential effects of insurance premium variabilisation and differentiation in the form of a ‘Pay as You Drive’, or PAYD system. The main conclusion of the study is that if the costs of kilometre or trip registration can be kept modest the overall benefit to society may indeed be substantial, in the order of several hundred million euro a year. To make variable premiums commercially attractive for insurers, too, will require either some form of government incentive, such as insurance tax exemption for variable premium products, or a cheap method for insurers to establish actual vehicle usage, possibly by ‘piggy-backing’ on other on-board registration systems such as those currently being developed for traffic information services. ]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Walking through your neighbourhood on March 7, 2031]]></title>
			<link>http://www.ce.nl/publicatie/walking_through_your_neighbourhood_on_march_7%2C_2031/236</link>
			<guid>http://www.ce.nl/publicatie/walking_through_your_neighbourhood_on_march_7%2C_2031/236</guid>
			<description><![CDATA[In the project “Walking through your neighbourhood on March 7, 2031”, the Dutch environmental consultancy CE together with the City Council of Rotterdam North tested a new, innovative method to make environmental policies more attractive to citizens.

The project consisted of three meetings with citizens from Rotterdam Bergpolder-Zuid, a neighbourhood with a mixed population in which in the coming years major construction works are planned. Central to these meetings were the ideas of citizens of their ideal local environment in the future. CE supported the meetings with an innovative way to present local scenarios for the future: these were presented in the form of ficticious fotowalks through the neighbourhood on a random day in the future: March 7, 2031.

The method was very positively received by participants. Results of the project were some concrete indicators for local sustainability in the neighbourhood. The City Council will use the ideas of citizens for future action. Participants to the project and other citizens will be involved in these activities.

More information about this project can be obtained from the projectmanager Stephan Slingerland, +31 15 2150150, slingerland@ce.nl

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Emissions of pipeline transport compared with those of competing modes : environmental analysis of ethylene and propylene transport within the EU]]></title>
			<link>http://www.ce.nl/publicatie/emissions_of_pipeline_transport_compared_with_those_of_competing_modes_%3A_environmental_analysis_of_ethylene_and_propylene_transport_within_the_eu/237</link>
			<guid>http://www.ce.nl/publicatie/emissions_of_pipeline_transport_compared_with_those_of_competing_modes_%3A_environmental_analysis_of_ethylene_and_propylene_transport_within_the_eu/237</guid>
			<description><![CDATA[This quite specific study gives a state-of-the-art overview of the emissions from ethylene and propylene transport by pipeline as well as competing modes. The comparison is limited to the emissions of CO2, NOx, PM10, SO2, and VOC per tonne-kilometre and is based on a well-to-wheel approach. Key information in this comparison is the energy use of transport of ethylene and propylene by pipeline. Therefor, three sources have been used:data found in literature;concrete information on the number and energy use of pumps and valve stations in a number of cases, provided by the client;a relatively simple theoretical energy use calculation model.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Europe’s environment: the third assessment Chapter 2.6: Transport]]></title>
			<link>http://www.ce.nl/publicatie/europe%92s_environment%3A_the_third_assessment_chapter_2.6%3A_transport/238</link>
			<guid>http://www.ce.nl/publicatie/europe%92s_environment%3A_the_third_assessment_chapter_2.6%3A_transport/238</guid>
			<description><![CDATA[How can European environmental cooperation be improved? This was the topic discussed at Kiev from 21 to 23 May, 2003, at the fifth pan-European ministers’ conference held since 1991. The reference point for the event was ‘Europe’s environment: the third assessment’, a detailed, book-length review of the state of the environment in the 51 countries in question and policy options to address the issues covered.
CE was commissioned to write the chapter on transport.* The challenge was to provide a balanced picture of the environmental performance of the transport sector in all 51 countries making due allowance for regional differences in abatement strategies. One surprising result was that citizens of Western Europe use three times as much energy for their transport and run the same risk of dying in a traffic accident as citizens of the former Soviet republics, despite environmental and safety criteria being far stricter in the west. This is due to the vastly greater transport volumes here, particularly on the roads. 
In all regions the key challenge is to ensure that environmental progress outstrips transport growth, which is only feasible if policy-makers take vigorous steps to promote cleaner transport technologies, internalise external costs and plan new infrastructure wisely.

* Besides the transport chapter, CE was also responsible for the chapter on industry, briefly reviewed under the publications of the Sustainable Business division.

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Europe’s environment: the third assessment Chapter 2.2: Industry]]></title>
			<link>http://www.ce.nl/publicatie/europe%92s_environment%3A_the_third_assessment_chapter_2.2%3A_industry/239</link>
			<guid>http://www.ce.nl/publicatie/europe%92s_environment%3A_the_third_assessment_chapter_2.2%3A_industry/239</guid>
			<description><![CDATA[This chapter of the Kiev report analyzes the main developments in industrial growth in relation to environmental pressure. The chapter concludes that industry remains an important sector of the economy in Europe and especially in the former Soviet Republics (NIS). Industrial output is growing in whole Europe since the mid 1990s and largely decoupled from the inputs of water and energy and the outputs of several types of pollution. Industry in Central and Eastern Europe (CEE) is still three times more energy-intensive than in Western Europe, while industry in the NIS is still seven times more energy intensive. The main challenge in Western Europe is to ensure better protection of the environment while maintaining a competitive industrial base. In CEE, major investments are needed to raise the environmental performance of industry to the standards required by the accession process. In NIS, the main challenge is to build an appropriate regulatory framework and improve enforcement

* Besides the industry chapter, CE was also responsible for the chapter on transport, briefly reviewed under the publications of the transport division.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Policy options for improving security of energy supply]]></title>
			<link>http://www.ce.nl/publicatie/policy_options_for_improving_security_of_energy_supply/240</link>
			<guid>http://www.ce.nl/publicatie/policy_options_for_improving_security_of_energy_supply/240</guid>
			<description><![CDATA[Security of the national energy supply is nowadays more important than ever. The Dutch Ministry of Economic Affairs commissioned the Netherlands Bureau for Economic Policy Analysis, CPB, to review the social costs and benefits of a number of policies to improve the security of the national en-ergy supply. One of the main aims of the envisaged project was to identify policies to mitigate the effects of any future disturbance of energy markets and/or reduce the costs of such disturbance. A second key objective was to assess the benefits and costs of implementing these measures.

This background document, prepared by CE, looks at some of the policy options available for improving energy security and presents an exploratory cost-benefit analysis of’ the six measures selected for further evaluation. The costs that have been taken into account include some categories of external costs, administrative costs, and costs of technical measures. However, there is no full cost-benefit analysis included in this report, as several c cost-categories have not been taken into account.
The main aim of this report is hence to illustrate to the CPB some cost categories which they found hard to estimate from their models. It is therefore a background document for wider analyses to be conducted by CPB. 

The six options for which costs have been identified in this report are:Designation of 7 new wind power sites (implementation of a plan by GroenLinks).Extension of ACEA agreement to trucks and vans to improve CO2 emission profilesBlending of an indicative percentage of biofuels in transport fuels according to EU-DirectiveIncentives for use of biofeedstocks by the chemical industryIncreasing domestic gas production by intensifying the ‘small field’ policy and sanctioning exploitation in the Wadden Sea and Biesbosch nature reserves;Tightening of the EPC energy performance standards for new buildings and intensification of EPA policy for current housing stock.

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Meeting external costs in the aviation industry*]]></title>
			<link>http://www.ce.nl/publicatie/meeting_external_costs_in_the_aviation_industry%2A/241</link>
			<guid>http://www.ce.nl/publicatie/meeting_external_costs_in_the_aviation_industry%2A/241</guid>
			<description><![CDATA[The Commission for Integrated Transport (CfIT), an independent body advising the UK Government on integrated transport policy, has commissioned CE to assist and advise on the full range of issues associated with meeting the external costs of aviation. For this purpose CE has prepared a report, which objectives are to give a substantiated recommendation:

    how and why to meet external costs;
    which external costs to consider;
    how to design the instruments (the incentive structure) for an internalisation policy;
    what incentive levels to use.

Furthermore, the report offers an outline assessment of whether the aviation industry covers its external costs, given the current policy regime.  This report is fully based on a concise analysis of existing (inter)national sources and oral and written information from key stakeholders in the United Kingdom.]]></description>
			<pubDate>Thu, 22 Sep 2011 10:54:33 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Biomass: for vehicle fuels or power generation?]]></title>
			<link>http://www.ce.nl/publicatie/biomass%3A_for_vehicle_fuels_or_power_generation/242</link>
			<guid>http://www.ce.nl/publicatie/biomass%3A_for_vehicle_fuels_or_power_generation/242</guid>
			<description><![CDATA[A European directive was recently adopted encouraging member states to make greater use of biofuels in the transport sector, while leaving due scope for increased use in other sectors too. Before the directive is implemented in the Netherlands it is pertinent to ask where biomass can in fact be most effectively used: in the transport or energy sector? Against this background the Netherlands Petroleum Industry Association (VNPI) asked CE to com-pare these two options for the period up to 2010, the horizon of the directive. 

The study indicates that within this horizon co-firing biomass in coal-fired power stations is roughly 3 to 8 times more cost-effective than conversion to vehicle fuels. A second conclusion is that co-firing in power stations is a relatively efficient way of using farmland, yielding 3 to 10 times greater environmental benefits per hectare than biodiesel. Massive introduction of biofuels today is, moreover, unlikely to hasten market introduction of more cost-effective and environmentally benign biofuels in the longer term.

From the angle of cost-effective climate policy, in both the short and the long term, this study consequently concludes that the EU directive can best be implemented by stepping up biomass use for electrical power generation. 
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Energy review of industrial estates in Zuid-Holland: An estimate of realistic energy savings potential]]></title>
			<link>http://www.ce.nl/publicatie/energy_review_of_industrial_estates_in_zuid-holland%3A_%3Cbr%3Ean_estimate_of_realistic_energy_savings_potential/243</link>
			<guid>http://www.ce.nl/publicatie/energy_review_of_industrial_estates_in_zuid-holland%3A_%3Cbr%3Ean_estimate_of_realistic_energy_savings_potential/243</guid>
			<description><![CDATA[At the request of Zuid-Holland provincial authority CE made a preliminary assessment of the realistic energy savings potential at the industrial estates in the province. To this end a three-step calculation was performed. First the technically achievable conservation potential was determined, then the portion that could be cost-effectively implemented, and finally the savings that might realistically be attained at different kinds of estate. 
The study showed that if energy conservation measures are implemented by individual companies the scope for cost-effective energy savings is between 16% and 20% for gas (heat) and between 6 and 8% for electrical power, relative to current energy consumption at the various kinds of site. 
If energy-saving were undertaken in the form of collective measures, the savings potential rises to 50-60% for gas (using biomass-fuelled cogeneration plant) and 100% for power (wind turbines).
The study also indicated that there are no ‘one size fits all’ solutions, i.e. there are no collective measures that can be implemented cost-effectively at all industrial estates. 

In practice, this scope for cost-effective energy savings is largely ignored. Indeed, there are a variety of barriers hampering such action. One thing that is needed is more incentives for restructuring, creating momentum for the requisite collaboration as well as investments. It is often municipalities that must provide the ‘pull’ to get companies collaborating, but these authorities are plagued by capacity problems. The companies on the industrial estate in question must obviously also be involved in the process and be prepared to collaborate and/or invest.

Based on these results, the study recommends how the provincial authority should promote energy saving on its industrial estates as part of structural policy and suggests strategies and processes for achieving such savings, including collaborative development of renewable energy systems at these sites. 
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Clean on track]]></title>
			<link>http://www.ce.nl/publicatie/clean_on_track/244</link>
			<guid>http://www.ce.nl/publicatie/clean_on_track/244</guid>
			<description><![CDATA[Up till now there has been little attention in the European transport and environmental policy for the air pollution that is caused by freight transport over rail due to its relative low contribution to the total NOX and PM10-emissions of European transport. Still there are four arguments to be given to take on these emissions.

The first argument is the expected strong increase of the share in the emissions in the coming years. The causes for this are:the EU intention to absorb the expected growth in transport by means of rail transport;the expansion of the EU with the accession countries, that generally have a larger share of non-electrified rail tracks;the liberalisation of the rail transport sector, with many new small transport companies that largely operate diesel locomotives;the rapid increase in the environmental performance of road transport.The second argument is the fact that at the moment the diesel locomotive, besides the sea vessel, is the only transport mode that is not subject to emission standards.

The third argument is a consequence of the second: rail transport will have to deal with the emissions of diesel locomotives in order to maintain its image as a relatively clean mode of transport. The current NOX and PM10-emissions of transport by means of diesel powered trains are equal to or higher than that of transport by lorry and will fall behind in the coming years.

The fourth argument is cost-effectiveness. Now that other transport modes need to take ever more expensive measures to reduce their emissions, it seems only logical to investigate whether those reductions are far more cost-effective in diesel locomotives.

At the moment EU directive 97/68/EC on the emissions of non-road mobile machinery is under revision. Recently the Environment Council has proposed to include diesel locomotives in this directive. The Dutch ministry of environment supports this development and has asked CE to:undertake an orientative study into the developments in the market for diesel locomotives and their current and future use and environmental performance,to analyse the technical possibilities to reduce the emissions from diesel locomotives, andto show policy options that stimulate the reduction of emissions from diesel locomotives.On the basis of the findings of this study, the above given arguments and the future developments in European rail transport, we recommend:to introduce phased standards at the EU-level for the emissions of NOX and PM10 of new diesel locomotives;to stimulate the actual use of cleaner locomotives as much as possible by differentiation of the existing user charges for rail infrastructure on the basis of these emission standards.In addition, the functioning of the market of international rail transport can be improved, and the CO2-emissions reduced when an EU-minimum level for the excise duty on diesel for locomotives is introduced.


]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[External and infrastructure costs of road and rail traffic]]></title>
			<link>http://www.ce.nl/publicatie/external_and_infrastructure_costs_of_road_and_rail_traffic/245</link>
			<guid>http://www.ce.nl/publicatie/external_and_infrastructure_costs_of_road_and_rail_traffic/245</guid>
			<description><![CDATA[The Ministry of Transport, Water Management and Public Works asked CE to undertake an explanatory analysis of five authoritative European studies on the unpaid costs of road and rail transport. The motive for the study was the fact that policy-makers in the field of transport pricing policy often cannot see the wood for the trees, as each new study at first sight appears to yield entirely different results. This apparent 'disagreement among economists obviously makes it hard to back up pricing policy.   The analysis shows that the economic uncertainties are not as great as they might seem. While there are certainly differences among the studies, these are due not so much to differences in economic valuation as differences in the indices used  in particular, for emissions and accident risks  and differences in a limited number of normative assumptions. For example, are the full costs of infrastructure maintenance to be passed on to users? Should the government protect its citizens against risks they themselves induce (through compulsory seat belts, for example)? How serious should climate policy be taken? Once these kind of choices have been made, the differences in cost estimates prove to be fairly minor.]]></description>
			<pubDate>Tue, 22 Sep 2009 15:44:08 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Degassing lighters]]></title>
			<link>http://www.ce.nl/publicatie/degassing_lighters/144</link>
			<guid>http://www.ce.nl/publicatie/degassing_lighters/144</guid>
			<description><![CDATA[The Ministry of Transport, Public Works and Water Management has announced plans to ban the uncontrolled degassing of petrol by inland waterway vessels (i.e. barges) with effect from 1 January 2006. The proposed ban on uncontrolled degassing applies only to petrol, i.e. UN1203. But petrol is not the only substance which generates VOC emissions due to uncontrolled degassing. It was assumed in earlier studies that these emissions were considerable, in the range 1-10% of the total VOC emissions in the Netherlands.
	
CE carried out a study commissioned by VNPI, VOTOB and the Ministry of Transport, Public Works and Water Management to determine the amount of current emissions and the costs of  a ban on degassing for UN1203 only as well as for a number of other substances.  The table shows that VOC emissions in the Netherlands resulting from the transport of UN1203 are about 0.7 ktons per year, and from all substances considered, about 1.8 ktons. This is at most 0.65% of the total VOC emissions in the Netherlands, i.e. considerably less than estimates made in earlier studies. 

The study of costs and feasibility suggests that the best way of putting a ban on the degassing of cargoes of UN1203 into practice is by means of dedicated vessels/compatible cargoes. This measure would also be cheap relative to other VOC-reduction measures. Installation of vapour-recovery units on loading locations proves to be many times more expensive. If vessel operators do not wish to adopt this approach for any reason, they can have vessels degassed at the existing installation of AVR in Rotterdam. 
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Nature is Economy]]></title>
			<link>http://www.ce.nl/publicatie/nature_is_economy/246</link>
			<guid>http://www.ce.nl/publicatie/nature_is_economy/246</guid>
			<description><![CDATA[“Nature is Economy” is the somewhat curious title of a book by Jan Paul van Soest and Martijn Blom on the often fraught relationship between nature and the economy. The book, generously funded by the Dutch ministry of Agriculture, Nature Management and Fisheries (Nature Management Division), is based in part on a series of interviews and two meetings of a ‘think tank’. 

Long-term misunderstanding
Most people seem to assume that nature and the economy are like fire and water. After all, whenever economic interests are at stake, nature always seems to suffer. Across the planet vast swathes of the natural environment are disappearing before our eyes, along with countless plant and animal species, a process that is eating away at the very foundations of life as we know it. Here in the Netherlands wildlife, natural landscapes and space itself are becoming scarcer by the year. 
This book explains, in layman’s language, why it is such a misunderstanding to see nature and the economy in opposition to one another. Not only is that in flagrant conflict with basic economic theory. Such conceptions also breed a style of policy-making that accords nature far too little economic value. Many policy-makers here in the Netherlands are guilty of slipshod use of economic jargon. \&quot;Nature is of no value economically and so must yield to interests that do have value\&quot;, they say, or \&quot;the common good will best be served by creating an industrial estate here, and here.\&quot;
Nonsense! Nature contributes, undeniably, to satisfying human needs and is one of the key goods promoting human welfare. Nature and the economy are not therefore in conflict – indeed, nature is the economy! To welfare economists, nothing new, but evidently old news that still needs retelling.

Three values of nature
If we are to discuss these issues with any degree of integrity, though, we must distinguish three senses in which nature can be said to have a value. The first is concrete financial value to the economy. The mere existence of nature creates tangible monetary flows: higher or lower property prices, for instance, and the economies of the tourism and leisure industries. The second is social value: nature’s contribution to human welfare in a wider sense, the value of the services provided by nature, both within the economy and as the basic constraints in which it operates. And, lastly, the intrinsic value of nature: the value of the natural world, just in and of itself.

Unbalanced policy-making
The fabric of contemporary policy-making, both national and international, is such that the economic value of nature is glossed over again and again. This is not only reflected in the international literature; it is also borne out largely by the situation unfolding in the Netherlands today. 
To find a better policy balance, then, we must first learn to use the economist’s terminology properly (the ‘zero hurdle’). And then move on to take a number of other hurdles, facing up to the following specific issues:We still know too little about the role played by nature in a wide range of economic processes and the true value of these services rendered.Policy-makers are out of touch with the population’s preferences regarding living nature; when such attitudes are familiar to them, they are given too little weight in decision-making.There is not enough financial incentive for nature conservation and ‘nature development’, in contrast to the production of replaceable goods and services, which does yield financial gain.Although conservation may on balance be economically attractive, actual implementation may be undermined by the way costs and benefits accrue to various parties.Damage to living nature is sometimes heavily subsidised, usually unintentionally; these ‘perverse subsidies’, available to farming, fisheries, mining and other sectors, may have a dramatic impact on the nature.When it comes to the world of nature, solid policy frameworks are lacking, particularly at the international level: there are, generally speaking, no frameworks for assessing monitoring biodiversity, merely bilateral or multilateral agreements, many of them non-binding.In the Netherlands and elsewhere these fundamental flaws in the policy-making fabric are all too plain. There are, for example, too many financial schemes enticing local governments to sacrifice nature and open land for the sake of extra employment, purchasing power and government revenue. Freeing up land for housing, trade and industry may yield financial gain, but freeing up land for nature development generally yields little if any reward. Grants paid out to businesses to establish new facilities and subsidies for activities that are overly land-intensive are ‘perverse’, because they are counterproductive in terms of both land use and conservation aims, because ultimately they are destroying the natural world.
If investments in nature and conservation are to be aligned more with social preferences, we need to rethink our funding as well as policy mechanisms. We should be rewarding organisations that invest in the upkeep and creation of natural areas, developing ‘smarter’ schemes for both funding and return on capital.

Towards an economy of nature 
If nature conservation and nature development are to assume their rightful place in the economy, a number of policy processes must be thoroughly reviewed. First of all we must learn to appreciate that nature is indeed a key factor in the economy. On its own this is not enough, though, for unless this insight is translated into a set of concrete policy tools and measures there will still be little change. Which means we must review all the ‘perverse’ subsidies, set ‘minimum standards’ for nature and biodiversity region by region (country, province), and create a system of financial rewards for nature conservation and creation. We must also develop mechanisms for redistributing the costs and benefits of such activities, thereby ensuring that what on balance is society’s preference cannot be thwarted by a handful of parties. At the international level, finally, we must work to establish truly effective policy frameworks. Here too, between nations, redistribution mechanisms are of the utmost importance. 

‘Monetarising’ nature is not enough 
Merely assigning a monetary value to nature is not enough to ensure that nature assumes its rightful place in economic deliberations. More important still is a comprehensive review of standing policy mechanisms. This said, though, putting a financial value on the natural environment may well facilitate progress in that direction.
When it comes to putting a figure on the immediate economic value of nature, i.e. the direct benefits accruing in terms of concrete monetary flows, today we can be fairly precise. To assess the value of nature to society as a whole means making a fair number of assumptions, however, and several methodologies are available. The intrinsic value of nature, finally, cannot be expressed in monetary terms at all. 
At the same time, though, ‘monetarisation’ may yield valuable insights on which to base the policy review we need. For example, it may permit explicit identification of certain ‘external’ benefits of nature that would not otherwise have come to light. 

What next?
The main mission of this book is to put the issue of economic valuation of nature fairly and squarely on the political agenda. Populations the world over have frequently demonstrated the major value they attach to nature conservation and nature development. Within today’s institutional frameworks, though, there are major obstacles preventing nature from being accorded its rightful economic place. By identifying a number of key unresolved issues, cited above, this book provides a good point of departure for the project of pinning down the flaws in the policy-making fabric and finding ways to address them.

For more information: Martijn Blom email: blom@ce.nl
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Environmentally harmful support measures in EU Member States]]></title>
			<link>http://www.ce.nl/publicatie/environmentally_harmful_support_measures_in_eu_member_states/247</link>
			<guid>http://www.ce.nl/publicatie/environmentally_harmful_support_measures_in_eu_member_states/247</guid>
			<description><![CDATA[The topic of environmentally harmful support measures has been regularly debated in recent years, for the reason that a variety of direct and indirect government support measures may be acting as an unintended incentive for environmentally harmful behaviour. This may be impeding achievement of standing environmental policy targets, making it desirable to review current environmentally harmful support measures.
To date, the main focus of study has been on the nature and magnitude of environmentally harmful support measures and far less on the scope available for reducing their environmental impact. Every support measure, including those that are environmentally harmful, was initially established for a given purpose or motive. Discontinuation of a given support measure may therefore well have negative economic or social consequences, standing over and against any environmental gains that might be achieved.
Against this background DG Environment of the European Commission commissioned CE Delft to execute a study that does not merely review the environmental harmfulness of support measures provided by EU Member States but also provides more insight into the economic, social and environmental consequences that would follow from abolition of such support measures.
The study presents the following results:An overview of potentially environmental harmful support measures provided by EU Member States in 2000 which are still in effect.A detailed examination of the environmental effects of 10 support measures in the transport, energy, mining and nuclear sectors (ten case stud-ies)An analysis of the economic and environmental impacts of abolishing those support measures under 2) that were considered to have environmentally harmful effects.

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Monitoring CO2 abatement efforts in the traffic and transport sector]]></title>
			<link>http://www.ce.nl/publicatie/monitoring_co2_abatement_efforts_in_the_traffic_and_transport_sector/248</link>
			<guid>http://www.ce.nl/publicatie/monitoring_co2_abatement_efforts_in_the_traffic_and_transport_sector/248</guid>
			<description><![CDATA[The Dutch Transport ministry has implemented a range of policy measures to reduce traffic and transport CO2 emissions, often in collaboration with other departments. Over the past few years a growing need has been felt to improve understanding of the actual impact of these various policies. At the ministry’s request CE therefore inventoried and assessed current government practice vis-&agrave;-vis ex-post monitoring of traffic and transport CO2 abatement policies.

This report first describes the role of ex-post monitoring in the overall policy cycle and the criteria such monitoring should ideally fulfil. For each of the various policy tools and packages currently in place the current status of government monitoring efforts is then reviewed. 
 
The study concludes that while almost all policy tools and procedures employed in recent years have been subjected to some form of ex-post monitoring, many of these programmes do not yet meet the criteria identified. A number of practical recommendations are given for improving the situation, at both the ‘macro’-level, where there is scope for enhancing the coherence of the various programmes, for example, and the ‘micro’-level, where individual programmes can also be bettered. ]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[To shift or not to shift, that's the question]]></title>
			<link>http://www.ce.nl/publicatie/to_shift_or_not_to_shift%2C_thats_the_question/249</link>
			<guid>http://www.ce.nl/publicatie/to_shift_or_not_to_shift%2C_thats_the_question/249</guid>
			<description><![CDATA[This report is a co-production of CE-Delft and RIVM. It presents and compares the quantitative emissions per passenger kilometre or tonne kilometre of CO2, NOx and PM10 for several well-defined, homogeneous transport market segments and for complete transport chains.  To permit comparison of specific transport situations, for each transport mode several sub-categories are distinguished, including size classes, fuel types, peak or off-peak hours, urban and extra-urban, and, in the case of freight transport, bulk versus non-bulk transport. The analysis moves beyond the present to include the anticipated future environmental performance of the various modes of interest.  In this report we make a clear distinction between 'raw', unprocessed data and application of those data. To ensure correct processing of these raw data we developed a sevenstep approach which was applied in this study and which we also recommend for further analysis of this topic.   This report can be a guideline for comparing the overall environmental impact of particular policy alternatives. Such a comparison only makes sense if all potential factors of influence, direct or indirect, are duly accounted for, in particular: environmental efficiency effects, transport efficiency effects, substitution effects and volume effects.]]></description>
			<pubDate>Tue, 09 Jun 2009 13:21:58 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Towards integrated care systems in freight transport:]]></title>
			<link>http://www.ce.nl/publicatie/towards_integrated_care_systems_in_freight_transport%3A/250</link>
			<guid>http://www.ce.nl/publicatie/towards_integrated_care_systems_in_freight_transport%3A/250</guid>
			<description><![CDATA[Quality care systems can help companies develop strategies to align their operations with the interests embodied in the ‘Three Ps’ (people, planet, profit). For the Ministry of Transport and Public Works (General Freight Transport Division) CE has examined the potential for introducing integrated quality care systems in the freight transport sector. By encouraging market parties in this sector to develop and implement such systems, it is hoped they will improve their environmental performance. This study provides:A review of ongoing developments in this area.An analysis of how satisfactorily and effectively existing systems work.Recommendations on available options for developing an integrated quality care system.

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Internalising the external costs of transporting hazardous substances]]></title>
			<link>http://www.ce.nl/publicatie/internalising_the_external_costs_of_transporting_hazardous_substances/251</link>
			<guid>http://www.ce.nl/publicatie/internalising_the_external_costs_of_transporting_hazardous_substances/251</guid>
			<description><![CDATA[Since the aircraft crash in Amsterdam’s Bijlmer apartment block and the massive firework explosion in a residential area of Enschede, off-site safety has been high on the Dutch political agenda. In tandem, government policy on the transport of hazardous substances has also been reviewed. The Ministry of Transport and Public Works (Transport Safety Division) asked CE to examine whether the external costs associated with such transport can be ‘internalised’ and, if so, what options are available. The study had three ba-sic aims: to bring company policy on hazardous transport more in line with society’s broader interests, to allocate the social costs of that transport to the proper parties, and to meet the government’s risk standards at lower cost. 
The external costs associated with accidents and near-accidents involving this kind of transport are difficult to quantify, but are probably at least an order of magnitude lower than the cost of maintaining and creating ‘off-limits’ zones around certain kinds of infrastructure. The latter already amount to several hundred million euro a year or more and may rise substantially if policy in this area is tightened.
A preliminary analysis seems to indicate that, despite external costs being difficult to quantify, there are several interesting options for improving the extent to which they are internalised:by improving insurance coverage of hazardous substance transport;by introducing a charge on insurance premiums for such transport;by quoting and perhaps trading in rights to use routes along or through ‘high-risk’ zones.The principal recommendation of the study is to elaborate these options in more detail, to gain a better idea of their respective pros and cons.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[In-depth dialogue]]></title>
			<link>http://www.ce.nl/publicatie/in-depth_dialogue/252</link>
			<guid>http://www.ce.nl/publicatie/in-depth_dialogue/252</guid>
			<description><![CDATA[The aim of the CRUST programme is to prepare and implement a pilot project for buffering and storage of waste carbon dioxide. A variety of stake-holders are involved and it is the task of the Expert Advisory Group to pass on to those steering and implementing the programme the many ideas, insights, considerations and questions concerning underground CO2 storage coming in from these stakeholders.

Although there are differences of opinion on detail, on broader issues there is a fair degree of consensus among the members of the Advisory Group. It should be stressed, though, that presentation of the conclusions in this final report does not necessarily imply their endorsement by the entire Group. Most members see underground CO2 storage as one element of a ‘clean fossil’ scenario providing transitional policy leverage and consider that policy-makers should direct similar, if not greater, efforts towards other options like energy conservation and use of renewables. The Group presently has concerns in this area. It is held, moreover, that the government should adopt a clearer stand on how it perceives CO2 storage within the broader context of overall energy and environmental policy. If these boundary conditions are satisfied, there appears to be sufficient support for actual experimental CO2 storage under the terms of the CRUST programme. However, support for trials does not in itself entail support for increased policy emphasis on ‘clean fossil’. Only after trials have got underway and results evaluated will stake-holder organisations be able to adopt a more definitive stand vis-&agrave;-vis that policy option. Finally, the Group has been very happy with the open style of communications in the CRUST programme.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Measuring less, Knowing more]]></title>
			<link>http://www.ce.nl/publicatie/measuring_less%2C_knowing_more/253</link>
			<guid>http://www.ce.nl/publicatie/measuring_less%2C_knowing_more/253</guid>
			<description><![CDATA[This study investigates the possible use of indicators for dematerialisation policy in environmental policies. We conclude that such policy can certainly play a role, provided it meets three criteria:it should serve to complement existing environmental policies (impacts policy, energy policy, product policy, etc.);it should also have the underlying objective of reducing the environmental burden (associated with materials usage);it should have the aim of measuring efficiency improvements and therefore focus on materials consumption (rather than in-puts) at the national or regional level.Proceeding from these three policy criteria, we arrived at a basic delimitation of the kind of indicator to be constructed. We then moved on to develop a set of some 10 pilot indicators, which were then used to analyse trends in ten key bulk material flows. 

Further assessment of these pilot indicators showed that it is possible to construct an indicator where the consumption of materials is weighted with their environmental impacts. Such an indicator is in principle suitable for monitoring the progress of an effective dematerialisation policy (i.e. satisfying the three above criteria). The trend analyses with the pilot indicators demonstrated, moreover, that there may well be a need to initiate some form of dematerialisation policy in the Netherlands as materials consumption continued to rise. 
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Policy leverage for reducing school building CO2 emissions]]></title>
			<link>http://www.ce.nl/publicatie/policy_leverage_for_reducing_school_building_co2_emissions/254</link>
			<guid>http://www.ce.nl/publicatie/policy_leverage_for_reducing_school_building_co2_emissions/254</guid>
			<description><![CDATA[For the Netherlands Agency for Energy and the Environment, Novem, CE has assessed the policy scope for reducing the energy consumption of school buildings. Based on a literature study and a series of non-quantitative interviews, the first aim was to gain insight into the quality of the school building stock and the associated energy consumption. In the primary and secondary school sector it was found that over 50% of school buildings were built prior to 1975 and incorporated few energy-saving features; within about 5 to 15 years these will undergo large-scale renovation or be replaced. In the university and adult education sector a substantial amount of new construction is anticipated in the short term. 
In the second phase of the study a written survey was held among 550 educational institutions in all three sectors to establish the factors determining whether or not steps had been taken in buildings or processes to reduce energy use and thus CO2 emissions. Based on the 236 survey forms returned a number of conclusions could be drawn. 

In the secondary school sector, the differences in terms of professionalism, decision-making procedures and the roles of the various players makes it difficult to positively identify any points for policy leverage. The schools themselves cited subsidy schemes as being by far the greatest incentive for energy saving. This is hardly surprising, given the limited budget of schools in general and the budgets available for these kind of measures in particular. Most schools cited energy companies as being the main source of information on energy saving, followed by outside consultants (particularly at primary schools). There was a marked preference for personal advice over all other forms of information.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[The environmental impacts of chloride production]]></title>
			<link>http://www.ce.nl/publicatie/the_environmental_impacts_of_chloride_production/255</link>
			<guid>http://www.ce.nl/publicatie/the_environmental_impacts_of_chloride_production/255</guid>
			<description><![CDATA[At Amsterdam municipal waste incinerator flue gases are treated by a combination of ‘semi-dry’ and wet scrubbing. During construction of the incinerator Dutch air emission standards were unfortunately tightened: the semi-dry processing originally planned proved inadequate and a scrubber therefore had to be added. This combination means that a lot of chemicals have to be used, creating large volumes of hazardous waste that must be sent to land-fill.
To tackle this problem the incinerator operator has drawn up a design for a back-end process in which the residue from the semi-dry scrubber would be mixed with the scrubber outflow. This would reduce the amount of chemicals that have to be used and yield a CaCl2 solution that can, in principle, be sold as a raw material. It would also cut back the volume of waste sent to landfill and would, moreover, vastly improve the environmental profile of that waste. The energy requirements of the process are substantial, however.
To weigh up the gains of the envisaged treatment process against this additional energy demand a Life Cycle Assessment as well as a first-pass economic analysis were carried out. The results show that the new treatment process would clearly reduce environmental impacts if the CaCl2 solution can indeed be marketed. But even if that proves unfeasible – implying that the chloride salt would have to be discharged – there would still be a small improvement in overall environmental burden. The process also has economic benefits.]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Life Cycle Assessment (LCA): a useful tool, but to handle with care*]]></title>
			<link>http://www.ce.nl/publicatie/life_cycle_assessment_%28lca%29%3A_a_useful_tool%2C_but_to_handle_with_care%2A/256</link>
			<guid>http://www.ce.nl/publicatie/life_cycle_assessment_%28lca%29%3A_a_useful_tool%2C_but_to_handle_with_care%2A/256</guid>
			<description><![CDATA[Increasingly, the focus of politicians, policymakers and industries lies on sustainable development seeking a delicate balance between environmental, social and economical aspects. Life cycle analysis is frequently promoted as a tool to assess environmental impact. While LCA studies are a useful tool, this instrument needs to be handled with care, particularly when used for policy-making purposes. The European Aluminium Association has commissioned a study to analyse four specific LCA exercises in 4 European countries. Two of these four cases concern policy-making in the packaging sector: the well-known &amp;quot;UBA II&amp;quot; in Germany (case 1) and the packaging tax in Denmark (case 2). The 2 others deal with legislative action related to the building sector: the Dutch MRPI initiative (case 3) and the Swiss case on the environmental declaration of building products (case 4).]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[ECMT study on transport pricing*]]></title>
			<link>http://www.ce.nl/publicatie/ecmt_study_on_transport_pricing%2A/257</link>
			<guid>http://www.ce.nl/publicatie/ecmt_study_on_transport_pricing%2A/257</guid>
			<description><![CDATA[CE was asked by the Dutch Ministry of Transport, Public Works and Water Management to provide input for the international project 'Reforming trans-port taxes (2003)'. The aim of this project, funded by the European Conference of Ministers of Transport (ECMT) and the European Commission, is to improve understanding of the consequences of an 'optimum' transport pricing policy. In such a policy, users pay for the marginal infrastructure and other external costs they impose on society. To this end, the marginal costs of environmental damage, accidents and congestion were computed for road, rail and water transport in Great Britain, France, Germany, Finland and the Netherlands. The results show that:

    a relatively slight decline in transport mobility leads to a major reduction in congestion,
    public transport may be the winner in the urban context, but this will be more difficult in rural areas;
    with respect to freight transport, the importance of road transport and inland shipping will decline, while the response of rail transport will depend very much on the degree to which infrastructure costs are passed on to operators;
    tax revenues from the transport sector as a whole will increase, providing more than ample coverage of infrastructure costs.
]]></description>
			<pubDate>Tue, 07 Apr 2009 15:42:05 +0200</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Transport and climate policy: a medium-term reconnaissance]]></title>
			<link>http://www.ce.nl/publicatie/transport_and_climate_policy%3A_a_medium-term_reconnaissance/258</link>
			<guid>http://www.ce.nl/publicatie/transport_and_climate_policy%3A_a_medium-term_reconnaissance/258</guid>
			<description><![CDATA[This report, commissioned by the Dutch Ministry of Transport, examines the post-Kyoto climate policy perspectives for the traffic and transport and mobility sector. The greenhouse emissions of this sector continue to rise sharply and there are few who see this trend essentially changing in the foreseeable future. Fundamental choices must therefore be made. How ambitious a stand should the Netherlands adopt in international climate negotiations? Should the country base domestic climate policy on future international CO2 trading prices? And, following on from there: what fraction of the domestic target should be allocated to the transport sector? The report goes on to explore the economic and environmental consequences of a domestic climate policy designed for maximum cost-effectiveness across the various segments of the transport and mobility sector. ]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Compensating for the environmental impact of higher economic growth: A scientific analysis of the Dutch policy record]]></title>
			<link>http://www.ce.nl/publicatie/compensating_for_the_environmental_impact_of_higher_economic_growth%3A_a_scientific_analysis_of_the_dutch_policy_record/259</link>
			<guid>http://www.ce.nl/publicatie/compensating_for_the_environmental_impact_of_higher_economic_growth%3A_a_scientific_analysis_of_the_dutch_policy_record/259</guid>
			<description><![CDATA[This study examines the interlinkage between economic growth and environmental burden. More specifically, it considers whether higher than projected economic growth should be compensated through temporary upward adjustment of the environment ministry’s budget. As the report details, higher economic growth leads to greater pressure on the environment. In all policy areas where absolute environmental targets are in place that have not (yet) been allocated absolutely to individual sectors, therefore, some form of compensation will be required. This is in fact the situation for a substantial swathe of Dutch environmental policy. 

The study also considers some of the methods available for calculating the additional environmental burden accruing from extra economic growth and recommends that this burden be calculated sooner, so that it can be included at an earlier stage of the policy process, as when the so-called ‘com-pensation funds’ were discussed in the Dutch parliament in 2000 and 2001. 
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Shadow prices: an update]]></title>
			<link>http://www.ce.nl/publicatie/shadow_prices%3A_an_update/260</link>
			<guid>http://www.ce.nl/publicatie/shadow_prices%3A_an_update/260</guid>
			<description><![CDATA[Several years ago, at the request of Schiedam municipal authority and in collaboration with the Stimular Foundation, CE developed the Environmental Barometer, a tool for companies to measure the aggregate environmental impact of their operations (CE, 2000). The Barometer also yields insight into the environmental gains of specific environmental measures, allowing companies to weigh up alternative abatement options.

The Environmental Barometer expresses a range of environmental impacts in terms of a common denominator, translating these impacts into monetary terms using shadow prices. This study, updating these shadow prices, was commissioned by the Stimular Foundation, fertiliser producers Thermphos B.V. and MKB Zeeland, the branch organisation for small and medium-sized businesses in the province of Zeeland.

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Perspectives on a mobility market]]></title>
			<link>http://www.ce.nl/publicatie/perspectives_on_a_mobility_market/261</link>
			<guid>http://www.ce.nl/publicatie/perspectives_on_a_mobility_market/261</guid>
			<description><![CDATA[The national Traffic and Water Management Council (Raad voor Verkeer en Waterstaat) asked CE to help draw up recommendations to the government on more benign transport systems and improved accessibility, as later published in the report ‘Bewust mobiel, beter bereikbaar’. CE’s mission was to work through the options for establishing a ‘mobility market’, focusing on three issues:What is the situation today: what is the size and direction of current monetary flows between actors in the traffic and transport sector?Possible futures: what options are available for creating a transparent system of charges and investments?Discussion of key issues, including: pros and cons of improved market functioning, potential obstacles to be overcome, and means of doing so.
The three core chapters of this report examine these questions in some depth, making it a good introduction to the ‘transport and mobility market’ and its functioning.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Transitional policy instruments for the (petro)chemical industry]]></title>
			<link>http://www.ce.nl/publicatie/transitional_policy_instruments_for_the_%28petro%29chemical_industry/262</link>
			<guid>http://www.ce.nl/publicatie/transitional_policy_instruments_for_the_%28petro%29chemical_industry/262</guid>
			<description><![CDATA[Over the years industries have taken many steps to improve the environmental impact of their operations. However, there are still a number of persistent, non-local environmental problems, for which more flexible instruments such as emissions trading seem the best way to secure environmental targets while avoiding unreasonable intervention and/or excessively high costs. 
At the request of the Dutch (petro)chemical branch organisations VNPI and VNCI and the environment ministry VROM, CE has reviewed the likely impact of these flexible instruments, as well as the thinking behind them, as an interim measure while traditional approaches prove ineffective with no alternatives yet available. What are the implications of the new thinking for the roles played by various actors? What strategies should be adopted in the transitional phase to meet the challenges ahead? How should flexibility be fought out in the European arena? Can pilot projects and communications efforts help illuminate these transitions and improve their effectiveness?

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[The true costs of traffic:A review of external costs and their bearing on pricing policy]]></title>
			<link>http://www.ce.nl/publicatie/the_true_costs_of_traffic%3A%3Cbr%3Ea_review_of_external_costs_and_their_bearing_on_pricing_policy/263</link>
			<guid>http://www.ce.nl/publicatie/the_true_costs_of_traffic%3A%3Cbr%3Ea_review_of_external_costs_and_their_bearing_on_pricing_policy/263</guid>
			<description><![CDATA[Over the past fifteen years ‘internalisation’ of the external costs of traffic has been the subject of much research, discussion and writing. However, improved scientific understanding still often leaves policy-makers, politicians, industry and environmental organisations far apart in terms of the positions taken on the issue. The Dutch environmental organisation Stichting Natuur en Milieu therefore asked CE to review the main body of theoretical, empirical and policy-related understanding on external effects, their monetarisation and means of internalising the costs thus calculated. This report is structured around a series of Frequently Asked Questions, some of which can be briefly answered while others require more extensive discussion. The main issues were discussed at a working conference with several dozen people engaged in pricing policy.]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[The impacts of traffic emissions and noise on public health:A brief review and some policy options]]></title>
			<link>http://www.ce.nl/publicatie/the_impacts_of_traffic_emissions_and_noise_on_public_health%3A%3Cbr%3Ea_brief_review_and_some_policy_options/264</link>
			<guid>http://www.ce.nl/publicatie/the_impacts_of_traffic_emissions_and_noise_on_public_health%3A%3Cbr%3Ea_brief_review_and_some_policy_options/264</guid>
			<description><![CDATA[For the Dutch environmental organisation Stichting Natuur en Milieu CE has prepared a compact, readable and scientific review of the public health impacts of traffic emissions and noise. This is an area of shifting sands: many steps have already been taken to reduce noxious emissions, with additional measures scheduled, but at the same time our understanding of the impacts of those emissions continues to grow, often prompting a need for new measures.

Since the publication of several landmark US studies in the mid-1990s the long-term impact of extremely fine particulate pollution (PM10 and PM2.5) has come to dominate the debate on traffic health impacts. The premature mortality associated with these particles is approximately half the mortality due to road accidents. Other impacts on public health (short-term effects, impacts of non-particulate emissions, noise nuisance) are fairly modest by comparison. In the Netherlands the estimated ‘value’ or ‘price’ of these impacts to society runs to several billion euros a year, implying that the same sort of money should be spent resolving the problem. Although there are many conceivable means of addressing the issue, further study of the precise causal chains through which traffic emissions arise is recommended.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Tools for process integration:Trends and policies]]></title>
			<link>http://www.ce.nl/publicatie/tools_for_process_integration%3A%3Cbr%3Etrends_and_policies/265</link>
			<guid>http://www.ce.nl/publicatie/tools_for_process_integration%3A%3Cbr%3Etrends_and_policies/265</guid>
			<description><![CDATA[For the Netherlands Agency for Energy and the Environment, Novem, CE has reviewed the topic of industrial process integration, examining the roles of various actors in whether or not such measures are successfully implemented. The aim was to identify means of resolving bottlenecks in the threesided relationship between owner, consultant and contractor, to improve the success rate. Perspectives considered included the use of standardised computer software and the scope for steering by means of other incentives, geared to water conservation, for example. The role played by consultants proved to be important. A good consultant takes a long-term view of process integration, looking at water and raw materials use, labour issues and details of project scheduling, over and above energy issues, the principal focus to date. In this respect software can be no more than a supplementary tool and is no substitute for the skills of a good consultant.

One factor often thwarting process integration is the relatively low cost of energy and water, creating a greater incentive to save on financial charges, raw materials or labour. Faced with what may be a coherent package of process integration measures, companies tend to pick out those that are most profitable and involve least risk. A truly integrated approach is thereby abandoned, despite an often acceptable payback. Changing certain basic system constraints (the price of energy or CO2 emissions, for example) may help improve the success rate of process integration projects. 
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Sustainable profits!]]></title>
			<link>http://www.ce.nl/publicatie/sustainable_profits%21/266</link>
			<guid>http://www.ce.nl/publicatie/sustainable_profits%21/266</guid>
			<description><![CDATA[This report assesses the environmental gains of the Netherlands’ Green Investments scheme, under which investors in so-called ‘green funds’ are eligible for a 2.5% tax break. In collaboration with KPMG Milieu, CE has developed a method with which to calculate these gains, subsequently expressing them in monetary terms, based on standing environmental policy and the government’s stated intention to elaborate such policy on the basis of cost-effectiveness. These calculations of both environmental and economic gains show that the projects invested in by the green funds yielded environmental ‘profits’ of 50 million euro, at an effective cost of 30 million euro. 

The Green Investments scheme also increases social awareness among banking staff and executives, institutional and other investors and entrepreneurs, and encourages development of new production technologies. In the main, advisory document, available from KPMG Milieu, the results of the study are presented together with a brief introduction to the methodology used. This background report discusses the methodology in greater depth and elaborates on the results in more detail. The study was carried out for the Ministry of the Environment (VROM) and the Dutch Banking Association (Nederlandse Vereniging van Banken).
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Safe for the environment?]]></title>
			<link>http://www.ce.nl/publicatie/safe_for_the_environment/267</link>
			<guid>http://www.ce.nl/publicatie/safe_for_the_environment/267</guid>
			<description><![CDATA[The government’s National Traffic and Transport Plan cites a long list of measures for further improving road safety in the Netherlands. To aid policy-makers in their choice, the Traffic Safety Research Foundation (SWOV) undertook to have these policy measures, and several others, subjected to a social cost-benefit analysis. SWOV asked CE to develop a suitable methodology for this purpose, in particular to quantify and assign a monetary value to the environmental effects of the measures. 

This report describes the methodology developed, which can be used to assess how a given policy measure affects the environmental impact of cars, vans, trucks, motorcycles and mopeds, and more specifically emissions of CO2 (climate), NOx and PM10 (air pollution) and traffic noise. The method assesses these impacts up to year 2030. 

The method assesses the change in the number of vehicle-kilometres driven by each vehicle category on each of the types of road identified in the government’s ‘Sustainably Safe’ policy document. Each road type has a different speed limit and thus a different speed of traffic flow. In addition, three types of ‘driving style’ were distinguished for each road type.

To quantify the environmental impacts of each combination of road type and driving style the methodology employs a basic set of emission factors (emissions per kilometre) for each type of vehicle, reflecting variation in emissions according to vehicle speed and driving style. The emission factors are predicted for future years up to the year 2030. 

Once the environmental impacts have been quantified, they are monetarily valued using ‘shadow prices’, yielding a figure for total annual environmental costs or benefits. These shadow prices, based on several international stud-ies, are derived from the damage costs or prevention costs of the impact in question, i.e. the cost of the resultant damage to society or the price society is prepared to pay to avoid the impact. In the case of noise, valuation is based on changes in property value (including dwellings) due to noise nuisance.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Towards a more sustainable transport indicator]]></title>
			<link>http://www.ce.nl/publicatie/towards_a_more_sustainable_transport_indicator/268</link>
			<guid>http://www.ce.nl/publicatie/towards_a_more_sustainable_transport_indicator/268</guid>
			<description><![CDATA[Within the EU\'s Sustainability Strategy, indicator mechanisms have been specified to report on progress. With respect to transport and environment, two indicators have been agreed on: modal split and volume of transport relative to GDP. The modal split indicator shows the share of each individual mode in the total transport volume. The Dutch Ministry of Environment wanted to know whether these two indicators, and particularly the modal split, are appropriate yardsticks for measuring progress towards a more sustainable transport system in Europe and if not a proposal for alternative indicators.
This paper presents an evaluation of the modal split indicator and proposes an alternative indicator set. The most important conclusion is that policy to ‘reverse’ the modal shift in favour of rail and waterway transport may have very little if any environmental impact, and may even prove negative. A more substantial reduction of these impacts can be achieved by improving the environmental performance of each individual mode. Alternatives to the modal split indicator are indicators that are directly related to the environmental impact of transport.


]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Limitation to order:Results of trials with speed limiters on vans and light trucks]]></title>
			<link>http://www.ce.nl/publicatie/limitation_to_order%3A%3Cbr%3Eresults_of_trials_with_speed_limiters_on_vans_and_light_trucks/269</link>
			<guid>http://www.ce.nl/publicatie/limitation_to_order%3A%3Cbr%3Eresults_of_trials_with_speed_limiters_on_vans_and_light_trucks/269</guid>
			<description><![CDATA[Of growing concern to Dutch and European policy-makers is the fast-rising number of vans and light trucks on the roads and the growing number of casualties and emissions due to these vehicles. As fleet operators face relatively high costs with this type of vehicle (fuel, maintenance, accidents), engine speed limiters may be one way of helping drivers adopt a more fuel-efficient and safer driving style.

At the request of the Netherlands Agency for Energy and the Environment, Novem, a large-scale practical trial with speed limiters was organised, in which sixteen companies operating a total of 177 vans and 30 trucks in the 3.5 - 12 tonne category participated for a period of one year. The impacts of speed limiters on fuel consumption, vehicle maintenance, accident damages and speeding tickets were monitored. The experiences of drivers and fleet operators were also assessed.

The following main results and conclusions emerged:On average, 5% fuel savings were achieved with the speed limiters, a figure in agreement with the results of an earlier, theoretical study by CE (“Speed limiters on vans and light trucks”, 1998) and the outcome of practical trials by Carglass, in which fuel savings were also recorded for vehicles in a control group; this is probably due to an overall ‘culture shock’ at the firms in question, prompting drivers of these vehicles to drive more conscientiously and efficiently, too.Following installation of engine speed limiters, there was a clear decline in the number of speeding fines for all participants, including the control group.From these trials no conclusions can be drawn on the influence of speed limiters on accident costs, as there were too few instances of such damages in the one-year trial period. In the long term, though, fleet operators themselves expect to earn in this respect, too.Based on these results, purely in terms of fuel savings the break-even point for fleet operators of a retrofitted speed limiter (costing about 700 euro) is about 170,000 km. For an ex-works programmed maximum engine speed (costing about 0-100 euro) this is about 25,000 km. If the anticipated benefits vis-&agrave;-vis damages and maintenance are also included, these figures will be lower.

Besides the above findings, the report also provides leverage for policy-makers as well as suggestions as to how operators can successfully implement engine speed limiters.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Weighting emission reductions: Is there a case for explicit procedures and standardisation at the national level?]]></title>
			<link>http://www.ce.nl/publicatie/weighting_emission_reductions%3A_is_there_a_case_for_explicit_procedures_and_standardisation_at_the_national_level/270</link>
			<guid>http://www.ce.nl/publicatie/weighting_emission_reductions%3A_is_there_a_case_for_explicit_procedures_and_standardisation_at_the_national_level/270</guid>
			<description><![CDATA[In shaping and implementing emission abatement policies, decision makers often have to choose between strategies that are not immediately comparable in terms of their impact on multiple emissions. For example, a move away from diesel to petrol as a vehicle fuel would lead to reduced emissions of SO2 and particulates but increased CO2 emissions, while the opposite substitution would have the converse effect. Which option is to be preferred? To answer questions like these, some form of weighting must be applied in order to apportion a relative value to cuts in each of these emissions.  
This study explores two issues. With a view to improving the quality of environmental policy making, at both the design and implementation stage, should some form of explicit national protocol be introduced for emissions weighting? Secondly, should a standardised set of weighting factors be drawn up for this purpose? The focus of the study was on the everyday problems facing policy makers who need to weigh up disparate forms of emission (reduction).
The study shows that at present any mutual weighting of emissions is generally implicit. The factors guiding policies in this realm are largely contingent and many policy makers would welcome an explicit weighting procedure, particularly as this would improve the transparency of decision making. As yet, however, there is insufficient information to draw any conclusions on the desirability of a single, standardised set of weighting factors for use at the national level. 
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Further expansion of Schiphol Airport. What\'s in it for Amsterdam?]]></title>
			<link>http://www.ce.nl/publicatie/further_expansion_of_schiphol_airport._what%5Cs_in_it_for_amsterdam/271</link>
			<guid>http://www.ce.nl/publicatie/further_expansion_of_schiphol_airport._what%5Cs_in_it_for_amsterdam/271</guid>
			<description><![CDATA[In their new business plan the operators of Schiphol Airport have announced their intention to increase the number of main runways from five in 2003 to six and possibly seven by 2020. At the request of the Amsterdam city environment department, CE examined whether the municipality of Amsterdam also stands to gain from expansion. The National Office for Economic Policy Analysis (CPB) recently completed an analysis of the chief social impacts of airport expansion at the national level. One of the main conclusions of that report was that the external costs of noise nuisance and other impacts are more than offset by user benefits. This conclusion appears to hold specifically for Amsterdam, too. The main area of uncertainty concerns the (shape and size of) noise contours post-expansion, and in particular their bearing on exclusion zones for residential and commercial development. According to our analysis, CPB underestimates both the noise-affected area and the costs of non-development per square metre. On this point, then, airport expansion will give Amsterdam municipal planners more problems and therefore expenditure than calculated by CPB.]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Concern for future generations and meaning in life*]]></title>
			<link>http://www.ce.nl/publicatie/concern_for_future_generations_and_meaning_in_life%2A/272</link>
			<guid>http://www.ce.nl/publicatie/concern_for_future_generations_and_meaning_in_life%2A/272</guid>
			<description><![CDATA[Nyenrode University has published a book addressing the issue of whether and to what extent present generations have an obligation to preserve the natural environment and nature\'s capital for future generations, focusing mainly on the responsibilities of trade and industry. A chapter contributed by CE examines a non-moral reason for concern for future generations: the importance of the prospect of a healthy future for human well-being. Human beings need and derive satisfaction from future-oriented activities, embedding them in affairs transcending their own individual lives: family life, scientific enterprise and business management, for example. Concerns about these needs may therefore provide strong motivation for caring about future generations.]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Economic incentives to mitigate greenhouse gas emissions from air transport in Europe]]></title>
			<link>http://www.ce.nl/publicatie/economic_incentives_to_mitigate_greenhouse_gas_emissions_from_air_transport_in_europe/273</link>
			<guid>http://www.ce.nl/publicatie/economic_incentives_to_mitigate_greenhouse_gas_emissions_from_air_transport_in_europe/273</guid>
			<description><![CDATA[This study examines the feasibility of economic incentives to mitigate greenhouse gas emissions from air transport in Europe, with a view to encouraging airlines to integrate such emission reduction into their business objectives.The incentives considered are designed to add the external costs of greenhouse gas emissions to the en route charges already collected by Eurocontrol. The following two policy variants were developed:An environmental chargeUnder this methodology an aircraft would incur a charge proportional to the volume of greenhouse gas emissions it discharged in the airspace of the European Union. Revenues would therefore be raised.A Performance Standard Incentive (PSI)Under this methodology the better an aircraft performed relative to a ‘performance standard’, the more money it would receive, and the worse it performed, the more it would pay. This variant is designed to be revenue-neutral, with the sum of payments and revenues equalling zero.The incentive level adopted in this study for both policy variants is based on the external costs of the climatic impacts of aviation. This suggests mid-range working values of € 30 per tonne of CO2 and € 3.6 per kg of NOX emitted; in a sensitivity analysis, low (€ 10 and € 1.2, respectively) and high (€ 50 and € 6) variants were also considered. It is to be stressed that the ultimate choice of incentive level is a political issue.The main impacts of the environmental charge would be:a cut in forecast aviation CO2 emissions in EU airspace of about 10 Megatonnes (9%) in 2010, the result of technical and operational measures by airlines (4.4 percentage points) and reduced air trans-port demand (4.5 points)a rise in average ticket prices of roughly € 3 to € 5 for short one way flights (500 km) and € 10 to € 16 for long flights (6000 km).The main impact of a revenue-neutral PSI would be a cut in forecast aviation CO2 emissions in EU airspace of almost 6 Mtonne (5%) in 2010. This would accrue almost entirely from technical and operational measures by airlines. The impact on ticket prices depends very much on the precise definition of the ‘performance standard’. The PSI does not place a net financial burden on the industry as a whole. By its very nature, though, introduction of the PSI may mean that some market segments benefit and others suffer.The study also shows that no significant economic distortions are likely to arise among airline companies as a result of the policy options and incentive levels considered.An environmental charge would generate annual revenues of € 1 bn -  € 9 bn, depending on financial valuation of emissions. The revenues generated could be allocated to individual EU Member States or to a su-pranational fund for financing emission abatement measures. By definition, a revenue-neutral PSI will not generate any revenues.From the point of view of international law and bilateral air service agreements there are no legal obstacles to introduction of a charge or Performance Standard Incentive in EU airspace. However, there are several conditions that should be taken into due account.

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Returns on Roads]]></title>
			<link>http://www.ce.nl/publicatie/returns_on_roads/274</link>
			<guid>http://www.ce.nl/publicatie/returns_on_roads/274</guid>
			<description><![CDATA[Virtually throughout the economy, supply and demand are mediated and matched via \'the user pays principle\'. In the case of the everyday product \'road travel\', and more specifically road infrastructure, this does not hold, however, leading to severe road congestion. The Dutch Finance ministry therefore asked CE to examine how \'the user pays\' principle might be used as a point of departure for funding new roads (theory) and what effects such a system might have on congestion and transport mobility (practice). 
In collaboration with the Free University of Amsterdam and environmental consultants 4Cast we succeeded in developing a coherent charging and investment regime based on this principle and made a rough assessment of its impact. At the core of the system is a highly differentiated congestion charge (or \'free flow premium\'!) and a rule for deciding on when to invest in road capacity expansion, based on charge revenues. These initial results are promising: a drastic decline in congestion, little reduction in travel and in all likelihood fairly limited new investment in new capacity. Additional calculations are required before hard and fast conclusions can be drawn on future investments, however. 


]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Aviation and Climate Change]]></title>
			<link>http://www.ce.nl/publicatie/aviation_and_climate_change/275</link>
			<guid>http://www.ce.nl/publicatie/aviation_and_climate_change/275</guid>
			<description><![CDATA[The International Civil Aviation Organisation (ICAO) of the United Nations is currently involved in the development and evaluation of options for the control of CO2 emissions from international aviation. This is a difficult process, however, a major problem being the question of how to deal with the aviation of developing countries. Although these countries are not subject to binding emissions targets under the Kyoto Protocol, they are members of ICAO. During the most recent meeting of the UN/ICAO environmental committee, CAEP/5, last January this difficulty was again highlighted. &iuml;&iquest;&frac12;Several members expressed concerns about the possible negative effects on economic growth in developing States that could result from the implementation of market-based measures (charges, tradable permits). It was felt that further studies should be conducted on the subject, &iuml;&iquest;&frac12;&iuml;&iquest;&frac12;. &iuml;&iquest;&frac12;Concern was also expressed over the effects on competition if only the developed States committed themselves to emissions reduction through an emissions trading regime.&iuml;&iquest;&frac12;  These concerns have been the point of departure for a paper presented by CE Delft at a UNEP/T&amp;amp;E Conference in Paris in April 2002. The paper outlines six systems for controlling greenhouse gas emissions from international aviation, including the use of revenues, that could meet the concerns of both developed and developing states.  Preliminary analysis shows as most promising a market-based option limited to all traffic within and between developed countries (annex B countries), regardless of the nationality of the carrier. Such an MBO would neither affect developing countries negatively nor would it lead to unequal competition. After all, the MBO affects everyone equally at the specific partial market. Although such an option would not address all greenhousegas emissions by aviation, it would address the greater part. Finally, it would avoid difficult negotiations about transfers of funds between developed and developing countries. This paper has been discussed within the Working Group on Market Based Options of ICAO/CAEP. They decided to include the option mentioned above into their scenario analysis.]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Sustainable road transport: An exploratory policy study]]></title>
			<link>http://www.ce.nl/publicatie/sustainable_road_transport%3A_an_exploratory_policy_study/276</link>
			<guid>http://www.ce.nl/publicatie/sustainable_road_transport%3A_an_exploratory_policy_study/276</guid>
			<description><![CDATA[In the Netherlands the transport sector is presently responsible for over 20% of CO2 emissions, a share not expected to decline in the coming years. Against this background CE conducted an exploratory policy study on sustainable road transport for NOVEM, the Netherlands Agency for Energy and the Environment. Three forms of energy source were examined: biofuels, sustainably produced hydrogen and sustainably generated electricity, assessing their short and long term potential as a substitute for fossil motor fuels, as well as their policy feasibility in the Dutch setting. 
In the short term biofuels and electrically powered vehicles appear to be the most promising alternatives. In the long term, however, it is not entirely clear which of the three options considered has the best credentials. Whether these options should be implemented from the angle of climate policy depends, moreover, on the potential CO2 reductions thus achieved and on alternative uses of available sustainable energy capacity. 
This exploratory study concludes with several recommendations for Dutch policy makers. For the time being the main aim should be to draw up an optimum response to the European Commission\'s proposed incentives for biofuels. In the longer term policy makers should exercise due caution in designing \'green\' road transport policies, because of the uncertainties identified. Appropriate safeguards should also be developed to ensure that any switch to alternative energy sources has minimum unintended impact. Sustainable transport policies should also give proper consideration to the energy needs of other economic sectors, seeking to achieve optimal overall allocation of finite renewable energy resources?
 

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[External costs of aviation (Background report)]]></title>
			<link>http://www.ce.nl/publicatie/external_costs_of_aviation_%28background_report%29/279</link>
			<guid>http://www.ce.nl/publicatie/external_costs_of_aviation_%28background_report%29/279</guid>
			<description><![CDATA[This study, commissioned by the German Umweltbundesamt, aims at quantifying, within ranges as small as possible, external costs from environmental impacts of aviation. Benefits of aviation are important too, but they are generally, in contrast to the negative impacts, well captured by the market. For the valuation of climatic impacts from aviation, both the damage cost and prevention cost approach is used, leading to a middle estimate of&amp;nbsp; 30 per tonne of CO2 equivalent, with sensitivities of&amp;nbsp; 10 and en 50 per tonne. As contrails have a relatively large climatic impact and their formation can quite accurately be predicted, the climatic impact is differentiated for situa-tions with and without contrail formation. For this analysis the most important assumption is hat contrails are formed during 10% of flight kilometres. For the valuation of regional and local impacts, the damage cost approach has been followed. Avoidance or adaptation costs (e.g. costs of zoning around airports) have been included in the damage cost assessment. For aircraft flying at distances up to a few hundred kilometres, external costs related to landing and take-off (LTO) impacts especially noise - are dominant in the total picture. For flights over about 1,000 km, external costs of climatic impacts exceed those of LTO impacts, also in case no contrails are formed. New technology has more impact on LTO related costs than on costs related to climatic impact. Contrail formation has a large influence on the climatic impact of aircraft, and thus on external costs related to this climatic impact. Based on a number of assumptions, a middle estimate is that the climatic impact of a contrailcausing aircraft km is, on average, about eight times as high as an aircraft km that does not lead to persistent contrails. Expressed as a share of ticket prices, external costs (without contrail impacts) vary from roughly 5% of ticket prices (long-haul flights, new technol-ogy, no contrail formation) to roughly a quarter of ticket prices for 200 km flights with average technology. These figures rise sharply when contrails are formed during part of the trip.]]></description>
			<pubDate>Tue, 13 Apr 2010 08:59:54 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[External costs of aviation (Main report)]]></title>
			<link>http://www.ce.nl/publicatie/external_costs_of_aviation_%28main_report%29/278</link>
			<guid>http://www.ce.nl/publicatie/external_costs_of_aviation_%28main_report%29/278</guid>
			<description><![CDATA[This study, commissioned by the German Umweltbundesamt, aims at quantifying, within ranges as small as possible, external costs from environmental impacts of aviation. Benefits of aviation are important too, but they are generally, in contrast to the negative impacts, well captured by the market. For the valuation of climatic impacts from aviation, both the damage cost and prevention cost approach is used, leading to a middle estimate of 30 per tonne of CO2 equivalent, with sensitivities of 10 and en 50 per tonne. As contrails have a relatively large climatic impact and their formation can quite accurately be predicted, the climatic impact is differentiated for situations with and without contrail formation. For this analysis the most important assumption is hat contrails are formed during 10% of flight kilometres. For the valuation of regional and local impacts, the damage cost approach has been followed. Avoidance or adaptation costs (e.g. costs of zoning around airports) have been included in the damage cost assessment. For aircraft flying at distances up to a few hundred kilometres, external costs related to landing and take-off (LTO) impacts especially noise - are dominant in the total picture. For flights over about 1,000 km, external costs of climatic impacts exceed those of LTO impacts, also in case no contrails are formed. New technology has more impact on LTO related costs than on costs related to climatic impact. Contrail formation has a large influence on the climatic impact of aircraft, and thus on external costs related to this climatic impact. Based on a number of assumptions, a middle estimate is that the climatic impact of a contrail-causing aircraft km is, on average, about eight times as high as an aircraft km that does not lead to persistent contrails. Expressed as a share of ticket prices, external costs (without contrail impacts) vary from roughly 5% of ticket prices (long-haul flights, new technology, no contrail formation) to roughly a quarter of ticket prices for 200 km flights with average technology. These figures rise sharply when contrails are formed during part of the trip.]]></description>
			<pubDate>Tue, 13 Apr 2010 09:05:53 +0200</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Sustainable energy in transportation. An institutional political scan of various options]]></title>
			<link>http://www.ce.nl/publicatie/sustainable_energy_in_transportation._an_institutional_political_scan_of_various_options/280</link>
			<guid>http://www.ce.nl/publicatie/sustainable_energy_in_transportation._an_institutional_political_scan_of_various_options/280</guid>
			<description><![CDATA[As part of the transition to sustainable energy in transportation, the Dutch Ministry of Environment has identified 9 different options for future mobility without emission of greenhouse gases. The energy sources and technologies that these options use differ significantly, they vary from bio-ethanol in combination with fuel cells to electrical vehicles that run on sustainable energy. These 9 options are now being analysed by RIVM, the Dutch National Institute of Public Health and the Environment. 
In this report, that was written for RIVM, we have taken a closer look at the institutional and political aspects of these options. We have first identified the institutional and political aspects that might play a role in the implementation of the various options, and then scored the options according to the institutional and political obstacles that we expect. We conclude that all options are likely to face institutional and political problems, although some of these problems can be more easily overcome than others. Furthermore, a lot will depend on the technical developments, future costs and the policies that we be put in place to define the boundary conditions.

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Monitoring Product-based Environmental Care. Phase 1: Why and how: Setting monitoring objectives]]></title>
			<link>http://www.ce.nl/publicatie/monitoring_product-based_environmental_care._phase_1%3A_why_and_how%3A_setting_monitoring_objectives/281</link>
			<guid>http://www.ce.nl/publicatie/monitoring_product-based_environmental_care._phase_1%3A_why_and_how%3A_setting_monitoring_objectives/281</guid>
			<description><![CDATA[For several years a subsidy scheme for Product-based Environmental Care (Productgericht Milieuzorg, PMZ) has been operated by the Dutch environment ministry VROM. The scheme is managed by the Netherlands Agency for Energy and the Environment NOVEM and is designed to provide an incentive for product-based, sectoral environmental policy. The need was felt to monitor the scheme\'s effectiveness and as a preliminary step CE was commissioned to examine how a monitoring system to this end might best be designed to match the requirements of the parties involved.

It was concluded that such a system should be as far as possible in line with existing monitoring systematics. Although, in principle, it should measure the environmental improvements accruing from the subsidy scheme, this was deemed unfeasible. Derived objectives should therefore be adopted, such as PMZ \'name recognition\' and improvement thereof. The sub-aims and indicators to be monitored are an issue that is still under debate. 

Owing in part to staff rescheduling, product policy is currently being recalibrated at VROM and further development of this monitoring system has therefore been postponed.]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Assessing public transport projects; ideas for yardsticks for cost-benefit analyses]]></title>
			<link>http://www.ce.nl/publicatie/assessing_public_transport_projects%3B_ideas_for_yardsticks_for_cost-benefit_analyses/282</link>
			<guid>http://www.ce.nl/publicatie/assessing_public_transport_projects%3B_ideas_for_yardsticks_for_cost-benefit_analyses/282</guid>
			<description><![CDATA[Contrary to common perceptions, investments in public transport may often give positive outcomes in cost-benefit analyses. Success factors include:limited project scope: the main goal should be to remove traffic bottlenecks, with no additional, external investments;projects should be implemented within or between densely populated areas;the project should be flanked with ancillary (e.g. parking) policies.Public transport projects would probably measure up even better in cost-benefit analyses if noise, emissions and (especially) road safety were valued more satisfactorily. Calculations might also be extended to include the spatial and social benefits of public transport projects, using for example an appropriate spatial efficiency indicator.]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Energypoints in the REB: mission impossible?]]></title>
			<link>http://www.ce.nl/publicatie/energypoints_in_the_reb%3A_mission_impossible/283</link>
			<guid>http://www.ce.nl/publicatie/energypoints_in_the_reb%3A_mission_impossible/283</guid>
			<description><![CDATA[At the request of NOVEM, the Netherlands Agency for Energy and the Environment, CE investigated the potential for employing the revenues of the Dutch Regulatory Energy Tax (RET) to establish and maintain an \'energy points system\'. The system examined, set up in 2000 by Barataria en Traffic Test, aims to encourage households to cut back on domestic energy consumption, rewarding them accordingly. To assess whether the RET revenues can be earmarked for this purpose, the goal and nature of this tax were analysed and interviews conducted with relevant policy officials. A clear and detailed picture of the RET was thus obtained and is provided in this report; the relevant articles of legislation (as per 2000) are included as appendices. Given the criteria in force for recycling RET revenues, the study concludes that it is unlikely that these revenues may be used for establishing and maintaining the energy points system.]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Environment and Efficiency Scan for vehicle fleets]]></title>
			<link>http://www.ce.nl/publicatie/environment_and_efficiency_scan_for_vehicle_fleets/284</link>
			<guid>http://www.ce.nl/publicatie/environment_and_efficiency_scan_for_vehicle_fleets/284</guid>
			<description><![CDATA[Road vehicle emissions reduce air quality and contribute to climate change. To tackle these impacts progressively tighter emission standards have been introduced at the European level since the early \'90s, and a range of new engine and transmission technologies, particle filters and fuels developed by industry. With all these developments, however, it is not universally clear  what the environmental benefits of a particular technology are at what additional cost such benefits come. At the same time, many vehicle owners and fleet operators would like to be more pro-active in improving the environmental performance of their vehicles.
Against this background CE developed the Environment and Efficiency Scan (EES) software package for NOVEM, the Netherlands Agency for Energy and the Environment. The package can be used for assessing current fleet performance and comparing the costs and (environmental) benefits of alternative investment scenarios. Thus, for example, the additional costs and environmental returns of using LPG or natural gas as a light-goods vehicle fuel can be computed, or the CO2 emissions reduction attainable by operating state-of-the-art (direct-injection) rather than conventional (indirect-injection) petrol vehicles and the returns on initial purchase accruing through reduced fuel costs.
The Environment and Efficiency Scan is designed primarily for analysing municipal vehicle fleets comprising \'standard\' as well as other vehicles (e.g. garbage and street-cleaning units), but it will also be useful to companies operating extensive fleets of lease vehicles. With its expertise, CE can customise the EES software to provide dedicated vehicle fleet advice, as it has done for eight of Amsterdam\'s municipal districts, the city\'s Municipal Port Authority and the local authorities of Zoetermeer and Zaanstad. The software was updated at the end of 2001 to allow investment scenarios to be run through to introduction of the Euro-4 emission standards in 2005.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Energy Performance Standard for existing housing stock]]></title>
			<link>http://www.ce.nl/publicatie/energy_performance_standard_for_existing_housing_stock/285</link>
			<guid>http://www.ce.nl/publicatie/energy_performance_standard_for_existing_housing_stock/285</guid>
			<description><![CDATA[The Dutch Energy Performance Standard (EPS) is a tool for quantifying fossil fuel use in the built-up environment. In contrast to the earlier EPC method, it can be used not only for individual dwellings, but also to calculate the energy consumption of an entire estate. By using standard assumptions about future residents\' behaviour, a theoretical score on the EPS yardstick can be calculated, allowing policy-makers to set a cap on overall energy consumption at an early stage of planning. The original EPS system could be used for new housing estates only. In collaboration with DWA and Piode, CE has now developed a method for existing housing stock, which has been assessed by parties that will be using the tool. Particularly for large-scale renovation and restructuring projects, comparison of the EPS scores of the current and planned situation at an early stage will be very useful. This report sets out the details of the calculation method.]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Eco-efficiency. From idea to operational concept*]]></title>
			<link>http://www.ce.nl/publicatie/eco-efficiency._from_idea_to_operational_concept%2A/286</link>
			<guid>http://www.ce.nl/publicatie/eco-efficiency._from_idea_to_operational_concept%2A/286</guid>
			<description><![CDATA[Eco-efficiency: the eternal dream of nuclear fusion, or a concept holding out promise in the short term, too? The report ‘Eco-efficiency, from idea to operational concept’ answers this question, and it is in the affirmative: for industry, government and interest groups alike, there is a world to win with \'eco-efficiency\'. It is then essential that far-reaching objectives are adopted, however, for the measures implemented must serve as the first stepping stones on the road of change towards a sustainable system of production and consumption. 

The report is in two parts: a literature study and a final report, which are available separately. The final report is the result of discussions with a panel of representatives of business and industry, which were supplemented by a series of working sessions held with all relevant stakeholders having an interest in eco-efficiency. On the basis of these discussions the concept of eco-efficiency was elaborated in greater detail, and consideration given to the part it can play in corporate policy, the scope for government to promote eco-efficiency, and the roles to be played by other stakeholders in this process. The results are described in the second part of this report.]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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		<item>
			<title><![CDATA[Price elasticities in aviation and marine shipping (literature study)]]></title>
			<link>http://www.ce.nl/publicatie/price_elasticities_in_aviation_and_marine_shipping_%28literature_study%29/287</link>
			<guid>http://www.ce.nl/publicatie/price_elasticities_in_aviation_and_marine_shipping_%28literature_study%29/287</guid>
			<description><![CDATA[At the request of RIVM, the National Institute of Public Health &amp; Environmental Protection, CE analysed the price and income elasticities of air transport and the price elasticity of marine shipping services. This information is important for forecasting future trends in these two transport sectors and for estimating the likely effect of price changes on volume performance and on sectoral environmental impacts. 
A literature study was conducted to assess the impact of price changes per litre fuel, per aircraft/vessel kilometre and per passenger/freight-tonne kilometre on fuel consumption, total aircraft/vessel kilometres, total passenger/freight tonne kilometres and total tonnage transported or transhipped.
With respect to air passenger transport, the majority of studies report an estimated price elasticity (passenger kilometres with respect to ticket prices) of from –0.4 to –1.2 for business flights and from –1.1 to –2.7 for holiday flights. A likely figure for aviation fuel price elasticity is between –0.2 and –0.4. Income elasticity for air passenger transport is about 1.5 for business flights and 2.0 for holiday flights. Literature on the price elasticities of air freight transport and marine shipping is too scarce for quantitative conclusions to be drawn.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Investment in local environmental quality and space]]></title>
			<link>http://www.ce.nl/publicatie/investment_in_local_environmental_quality_and_space/288</link>
			<guid>http://www.ce.nl/publicatie/investment_in_local_environmental_quality_and_space/288</guid>
			<description><![CDATA[This study, for the Dutch environment ministry (VROM), presents a cost-benefit analysis method for assessing the economics of projects to improve local environmental quality. On the benefit side, monetary figures are attached to reductions in the numbers of people affected by noise and air pollution and to the space consequently freed up for development in closer proximity to roads and/or or business estates. 
The calculation method is applied at six \'high-risk\' sites, with costs and benefits being assessed for two variants: one based on minimal compliance with air quality and noise standards (by intelligent installation of noise screens, for example), the other on scenarios in which new space is created (by sinking a road section in a tunnel, for example). In the majority of cases costs were found to exceed benefits. However, even though our understanding of certain benefits has now improved there are still many key benefits to which no satisfactory monetary value has yet been ascribed The study therefore concludes that the main question at present is how much society is prepared to pay for further improvements to local environmental quality.
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:35 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[National allocation of international aviation and marine CO2-emissions]]></title>
			<link>http://www.ce.nl/publicatie/national_allocation_of_international_aviation_and_marine_co2-emissions/195</link>
			<guid>http://www.ce.nl/publicatie/national_allocation_of_international_aviation_and_marine_co2-emissions/195</guid>
			<description><![CDATA[For each of the so-called Annex I countries the Kyoto Protocol sets a reduction target for total national greenhouse gas emissions for the period 2008-2012 relative to the base year 1990-1992. These individual targets are for \'national emissions\', i.e. emissions due to economic activities taking place on national territory, which must be reported to the Conference of the Parties of the UNFCCC in a \'National Greenhouse Gas Inventory\'. International emissions of greenhouse gases associated with fuels bunkered by international aviation and marine shipping are not included in these national targets, and are to be reported separately. Emissions due to domestic aviation and marine are regarded as \'national emissions\', to be included as such in the national inventory.
In 1996 the Subsidiary Body for Scientific and Technological Advice (SBSTA) of UNFCCC elaborated eight options for allocating responsibilities for greenhouse gas emissions from international aviation and marine shipping. In order to facilitate the debate on the allocation issue at the meetings of UNFCCC, SBSTA and ICAO’s Committee on Aviation Environmental Protection (CAEP), the Dutch Civil Aviation Authority (CAA) commissioned a study to assess the distributional consequences for 23 individual countries of each of the UNFCCC/SBSTA CO2 emissions allocation options. The aim of the study was to provide insight into how the eight options identified by UNFCCC/SBSTA for national allocation of international aviation and marine emissions of the greenhouse gas carbon dioxide (CO2) translate into assigned amounts accruing to individual countries.

]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Dutch climate policy; Main thrust, background and basic choices]]></title>
			<link>http://www.ce.nl/publicatie/dutch_climate_policy%3B_main_thrust%2C_background_and_basic_choices/201</link>
			<guid>http://www.ce.nl/publicatie/dutch_climate_policy%3B_main_thrust%2C_background_and_basic_choices/201</guid>
			<description><![CDATA[In 1994, the Dutch government signed bilateral Sustainable Development Agreements (SDA) with the governments of Bhutan, Benin and Costa Rica. These agreements, based on reciprocity, equality and participation, have been designed with the aim of developing new forms of North-South co-operation. One of the projects being implemented under the terms of the agreements is a workshop on Dutch climate policy, to be organised by the four SDA partners. The aim of the workshop is to transfer Dutch policy background and at the same time spur critical debate.

The present document is to serve as the basic discussion paper at the workshop. Although the Dutch government has issued a number of documents setting out the terms of the Netherlands’ climate policy – the Netherlands Climate Policy Implementation Plan (1999) and the Second Netherlands’ National Communication on Climate Change Policies (Update 1998), for example – a new paper has been written for the workshop. The aim of this paper is to describe the main thrust and background of Dutch climate policy and its implicit basic choices. It is these choices that ultimately determine the terms of such a policy and provide the most relevant starting point for a critical dialogue.]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[ESCAPE: Economic SCreening of Aircraft Preventing Emissions]]></title>
			<link>http://www.ce.nl/publicatie/escape%3A_economic_screening_of_aircraft_preventing_emissions/214</link>
			<guid>http://www.ce.nl/publicatie/escape%3A_economic_screening_of_aircraft_preventing_emissions/214</guid>
			<description><![CDATA[The ESCAPE project (Economic SCreening of Aircraft Preventing Emissions) explores the technical, environmental and economic potential of aircraft with a lower global warming impact. New aircraft technologies and concepts are required in order to outpace the increased global warming impact of aviation implied by its future growth.
The main and background reports address several key questions: What is the potential for further development of the current turbofan aircraft concept? What is the technical and economic potential of other propulsion options? What are the interrelationships between aircraft design speed, environmental impact, fuel or carbon emission prices and the economics of aircraft operation? And what are the barriers impeding introduction of low-emission aircraft, and how can these be removed?
The ESCAPE reports were prepared by a consortium consisting of CE, Peeters Advies and the Faculty of Aerospace Engineering of the Delft University of Technology, with technical support by ADSE, Aircraft Design and Systems Engineering.
The reports were reviewed by experts from Rolls Royce, Pratt &amp; Whitney, NASA, DLR, and NLR. These reviews can be found in the last annex of the background report.]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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			<title><![CDATA[Valuing Co-generation]]></title>
			<link>http://www.ce.nl/publicatie/valuing_co-generation/223</link>
			<guid>http://www.ce.nl/publicatie/valuing_co-generation/223</guid>
			<description><![CDATA[At the request of Rotterdam Energy Company Ltd, a subsidiary of the global electrical power company Intergen, CE examined the environmental profile of combined heat and power generation (cogeneration). To avoid over-estimation of potential macro-level savings, because of temporary or structural mismatches between heat and power demand, for example, a distinction was thereby made between the local and national level.
The study shows that at the macro level new plant equipped with the best available technology (BAT) leads to approximately the same savings as the current average (about 30%). The extra savings achieved by cogeneration instead of separate heat and power production are a factor 10 less (several percent only). Because local authorities often employ poor indicators for CO2 emissions (viz. overall conversion efficiency) the study elaborates several indicators that providing optimum insight into the macro-effects of individual facilities. 
The study concludes that while there are still environmental gains to be achieved by constructing co-generation plant, these will be of limited additional value. More effective environmental gains are to be realised by creating incentives for actually implementing BAT and decommissioning out-moded plant. 
]]></description>
			<pubDate>Tue, 17 Mar 2009 10:17:21 +0100</pubDate>
			<category>Algemeen</category>
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