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Sustainability effects of the Dutch “Programme Beter Utilization”

Sustainability effects of the Dutch “Programme Beter Utilization” ECOMM 2014, Innovations for institutional frameworks (1). Jorrit Nijhuis Rick Lindeman Klaartje Arntzen Kees van der Reijden RWS WVL (Water, Transport & Environment). Policy background.

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Sustainability effects of the Dutch “Programme Beter Utilization”

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  1. Sustainability effects of the Dutch “Programme Beter Utilization” ECOMM 2014, Innovations for institutional frameworks (1) Jorrit Nijhuis Rick Lindeman Klaartje Arntzen Kees van der Reijden RWS WVL (Water, Transport & Environment)

  2. Policy background • In 2006, mobility policy was based on 3 “pillars” • 2006-2012 large-scale infrastructure construction • By 2011: • no (political) consensus on road pricing • No financial means for new infrastructure • Utilization main pillar

  3. Better Utilization • Public-private partnership • 12 urban regions • € 1.1 billion (co-)finance • Over 350 measures • Goal: 20% reduction of travel time loss (by 2014)

  4. Measures Infrastructure Mobility Management Employers approach Public transport / P+R Cycling Heavy goods transport Rush hour avoidance ITS / TDM

  5. Monitoring & Evaluation of the Programme Minister: “I value a thorough evaluation of this approach. During the implementation of the measures we will already evaluate the success them. Based on this evaluation we will decide whether or not this approach will get be continued or scaled up”

  6. Monitoring & Evaluation of the Programme • What is measured? • Process • Throughput • Output • Outcome: what are the effects of the measures? • Travel times • Behavioural change • User satisfaction • Sustainability effects

  7. Sustainability analysis • Primary aim of Programma Better Utilization is reduction of travel time loss • Sustainability effects are seen as “secondary catch” by Ministry • So, why focus on sustainability effects? • Ministry is searching for win-win situations • Local governments have ambitions & goals (climate/air quality) though these are not always known by transport policy employees

  8. Assumptions and principles • Tool with effects based on • Ex ante estimations of number of rush hour avoidances for mobility management measures • Increase in capacity for ITS/TDM and infrastructure measures • Average trip/route length • Behavioural effect (travel alternatives) • Emission factors • Latent demand not included

  9. National results • On average 1% reduction of emissions (compared with the total traffic-induced emissions). • Maximum regional contribution is 3%-4% • All measures combined lead to a reduction of: • 70.000 ton of CO2/year • 200 ton of NOx/year • 12 ton of PM10/year

  10. Results in share per type of measure Rush hour avoidance Employers approach NOx Cycling Public transport / P+R Heavy goods transport ITS / TDM Infrastructure PM10 CO2

  11. Cost-effectiveness of measures • 95% of the costs of the measures is known • Mobility management measures score highly (especially rush hour avoidance and employers approach) • Heavy goods transport measures score high on NOx • Costs for new infrastructure are often high which make them score low in terms of cost-effectiveness • Cycling & public transport projects have relatively low cost-effectiveness, partly due to high costs of cycling/PT infrastructure

  12. NOx Infrastructure Reduced emissions (tons) per invested million euro, per category of measure ITS / TDM Heavy goods transport Public transport / P+R CO2 Cycling Employers approach Rush hour avoidance Infrastructure Infrastructure PM10 ITS / TDM ITS / TDM Public transport / P+R Heavy goods transport Heavy goods transport Public transport / P+R Cycling Cycling Employers approach Employers approach Rush hour avoidance Rush hour avoidance

  13. Overall sustainability score per category of measures • Overall score from 1-5 on cost effectiveness • Weighing (60% CO2, 20% NOx en 20% PM10) Average Infrastructure ITS / TDM Public transport / P+R Heavy goods transport Cycling Employers approach Rush hour avoidance

  14. Conclusions • Mobility management measures score high on sustainability effects when compared to ITS/TDM and road infrastructure - 55% in No of measures, 80-85% interms of effects • Tool makes sustainability effects (fast and easily) available • Provides insight into relation between Better Utilization and sustainability - Connection between experts on environment and transport experts

  15. Brief view into the future • Programme Better Utilization focused on period 2011-2014 • Currently, follow-up is developed for period 2015-2017 • €600 million (co-financed PPP) • Focus even stronger on mobility management and ITS • Role of sustainability in Follow-up • Submitted action plans will be assessed on accessbility effects and cost-effectiveness • Then action plans will be ranked on sustainability efects

  16. Questions and Discussion Proposition 1: For local government and companies sustainability is more important than accessibility.

  17. Questions and Discussion Proposition 2: Their should be more integration between transport and environment in (local) governance.

  18. More information? • Jorrit Nijhuis, PhD Ministry of Infrastructure & Environment RWS, WVLjorrit.nijhuis@rws.nl 0031 631011501 • Rick Lindeman (Rick.Lindeman@rws.nl) • Klaartje Arntzen (Klaartje.arntzen@rws.nl) • Kees van der Reijden (Kees.vander.reijden@rws.nl)

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