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De discussie rond het wilde zwijn is al jaren sterk gepolariseerd. Voorstanders benadrukken de rol van het wilde zwijn in het ecosysteem en zijn culturele waarde. Tegenstanders wijzen op de landbouwschade, verkeersveiligheid en de overdracht van ziektes. Maar hoe groot zijn de risico's van zwijnen nu werkelijk en hoe effectief is het afschotbeleid? Wilde zwijnen belicht objectief de positieve en negatieve kanten. Dit rijk geïllustreerde boek verhaalt in begrijpelijke taal over thema's als populatiedynamiek, ziekten en landbouw. De hoofdstukken zijn wetenschappelijk onderbouwd en worden afgewisseld door interviews met personen die een bijzondere relatie hebben met het wilde zwijn, zoals een faunabeheerder, een zwijnenspotter en een jachtopziener.

De trend van de aantallen wilde hoefdieren op de Veluwe is de laatste jaren positief voor edelhert en wild zwijn en stabiel voor ree. Het aantal aanrijdingen met wilde hoefdieren op de Veluwe neemt toe, het duidelijkst met ree en wild zwijn. Om onderzoek te doen naar factoren die een rol spelen bij deze aanrijdingen, werd de dataset van de Vereniging Wildbeheer Veluwe geanalyseerd. Het blijkt dat de aanrijdingen een weerspiegeling zijn van de dichtheid aan hoefdieren, hun seizoen- en dagritmen en de daarmee samenhangende voedseltochten. Het geslacht en de leeftijd van de dieren kunnen daarbij een rol spelen, maar ook het aanbod aan mast. Ook hangt het risico van een aanrijding samen met de aanwezigheid van het habitattype ‘bos’ in de nabijheid van de weg, met de breedte van de weg en met het verkeersvolume. Een verband met de verkeerssnelheid en de jachtdruk kon niet worden aangetoond. In het slothoofdstuk worden aanbevelingen voor het beheer gedaan.

De Nederlandse regering wil weten welke innovaties bij kunnen dragen aan het bereiken van 10% duurzame energie in de transportsector. Aan WUR-FBR is gevraagd om een analyse van de (on)mogelijkheden.

De Nederlandse regering wil weten welke innovaties bij kunnen dragen aan het bereiken van 10% duurzame energie in de transportsector. Aan WUR-FBR is gevraagd om een analyse van de (on)mogelijkheden.

In de afgelopen jaren heeft de provincie Gelderland samen met diverse partners gewerkt aan het realiseren van Veluwetransferia en P-Veluwe locaties. Het doel van deze voorzieningen is enerzijds de recreatieve beleving van de Veluwe te vergroten en anderzijds negatieve effecten op de omgeving zoveel mogelijk te beperken. In opdracht van de provincie heeft Wageningen Universiteit onderzoek gedaan naar de aard en omvang van het recreatief gebruik van de Veluwetransferia en P-Veluwe. Daarvoor zijn op diverse locaties verkeerstellingen gehouden en op 12 verschillende locaties in totaal 3410 enquêtes afgenomen onder de bezoekers. In dit rapport worden de resultaten van dit onderzoek gepresenteerd.

Het begrip verkeersleefbaarheid bestaat uit onderdelen die in allerlei combinaties en in verschillende gradaties voor kunnen komen en die door verschillende mensen verschillend kunnen worden geïnterpreteerd. Die leefbaarheid bevat zowel objectieve als subjectieve elementen. Knelpunten kunnen spelen binnen en buiten de bebouwde kom. De problemen kunnen lokaal zijn, maar ook regionaal. Maar bovenal is verkeersleefbaarheid een verzamel-begrip, waarbij het van de situatie afhangt welke elementen een rol spelen. Deze bijdrage voorziet allereerst in een verkenning van dit verzamelbegrip. Aan de hand van drie praktijkvoorbeelden (Leek-Roden, Erp en Brummen) wordt inzichtelijk gemaakt wat zoal onder verkeersleefbaarheid verstaan kan worden. Daarbij worden vier elementen van verkeersleefbaarheid benoemd en uitgewerkt: verkeersdruk, oversteekbaarheid voor mens en dier, sluipverkeer en barrièrewerking. Daarna wordt uitgewerkt waarom een betere uitwerking van verkeersleefbaarheid in beleid moet worden nagestreefd. Het agenderen van verkeersleefbaarheid in beleid moet ertoe leiden dat de spanning tussen burgers en overheid in verkeersleefbaarheidskwesties kleiner wordt.

Ontwikkelingen in de melkveehouderij gaan snel. Schaalvergroting is een belangrijke trend. Dat leidt enerzijds leidt tot steeds grotere bedrijven, daarnaast zijn tractoren en landbouwmachines langzaam maar zeker groter en breder geworden. Beide ontwikkelingen hebben consequenties voor het gebruik van plattelandswegen. In dit artikel wordt ingegaan op de vraag welke gevolgen schaalvergroting in de melkveehouderij heeft op het plattelandsverkeer. De bijdrage is bedoeld voor beleidsmakers en adviseurs die zich bezighouden met ruimtelijke ordening, milieu en verkeer

Het begrip verkeersleefbaarheid bestaat uit onderdelen die in allerlei combinaties en in verschillende gradaties voor kunnen komen en die door verschillende mensen verschillend kunnen worden geïnterpreteerd. Die leefbaarheid bevat zowel objectieve als subjectieve elementen. Knelpunten kunnen spelen binnen en buiten de bebouwde kom. De problemen kunnen lokaal zijn, maar ook regionaal. Maar bovenal is verkeersleefbaarheid een verzamel-begrip, waarbij het van de situatie afhangt welke elementen een rol spelen. Deze bijdrage voorziet allereerst in een verkenning van dit verzamelbegrip. Aan de hand van drie praktijkvoorbeelden (Leek-Roden, Erp en Brummen) wordt inzichtelijk gemaakt wat zoal onder verkeersleefbaarheid verstaan kan worden. Daarbij worden vier elementen van verkeersleefbaarheid benoemd en uitgewerkt: verkeersdruk, oversteekbaarheid voor mens en dier, sluipverkeer en barrièrewerking. Daarna wordt uitgewerkt waarom een betere uitwerking van verkeersleefbaarheid in beleid moet worden nagestreefd. Het agenderen van verkeersleefbaarheid in beleid moet ertoe leiden dat de spanning tussen burgers en overheid in verkeersleefbaarheidskwesties kleiner wordt.

Het corridor-concept voor de ruimtelijke ontwikkeling van Nederland, waarbij economische ontwikkelingen hun bestemming vinden langs de infrastructuur, wordt kritisch bekeken op de aspecten geluidproductie en geluidgevoeligheid van de verschillende vormen van grondgebruik (wonen, industrie, verkeer en vervoer, recreatie, natuur en agrarisch grondgebruik). In het algemeen wordt in de ruimtelijke planvorming te weinig rekening gehouden met geluid

Geschiedenis van de recreatie en het vervoer, de positie van de ANWB daarin, vervolgens het verkeersbeleid

De inrichting van Nederland gaat de komende decennia veranderen. Tegelijk blijft de mobiliteit sterk toenemen. Op verzoek van Stichting Duurzaam door het Vechtdal heeft de Wetenschapswinkel resultaten van onderzoek gepubliceerd, waaraan een eerder verschenen afstudeeronderwerp (van eerste twee auteurs) aan ten grondslag ligt.

De inrichting van Nederland gaat de komende decennia veranderen. Tegelijk blijft de mobiliteit sterk toenemen. Op verzoek van Stichting Duurzaam door het Vechtdal heeft de Wetenschapswinkel resultaten van onderzoek gepubliceerd, waaraan een eerder verschenen afstudeeronderwerp (van eerste twee auteurs) aan ten grondslag ligt.

Natuurtransferia dragen bij aan de recreatieve kwaliteit van natuurgebieden, maar kunnen ook de natuurlijke kwaliteit ervan versterken. De 'Veluwetransferia' zijn nu al een groot succes. Alleen al vanwege de sociale veiligheid laten bezoekers hun auto graag op het parkeerterrein staan

Veel kleine kernen hebben in toenemende mate last van verkeersdruk. Oplossingen die de gemeentegrenzen net overstijgen, zijn meestal niet afdoende. Een onderzoeksteam van Wageningen UR zoekt de oplossing in Erp in de combinatie van interactieve planvorming, het weerstandenmodel en werken op een hoger schaalniveau

In dit rapport is voor een drietal deelgebieden van de noord - zuid verbinding A50 onderzocht welke alternatieven er voor handen zijn om de snelweg wel naar 2x3 rijstroken uit te breiden, maar tegelijk de negatieve aspecten te minimaliseren. Het betreft het Beekdalviaduct, Doorwerthse Heide en Wolfheze. De uitkomsten van deze studie laten zien dat het mogelijk is om de capaciteitsvergroting van de A50 tussen de Rijnbrug bij Heteren en knooppunt Grijsoord niet alleen te gebruiken voor een verbetering van de doorstroming van het verkeer, maar tevens voor het treffen van maatregelen die de negatieve gevolgen van deze snelweg op de leefomgeving aanzienlijk verminderen.

Ten behoeve van het Duinwaterbedrijf Zuid-Holland voert Wageningen UR een meerjarig momitoringsonderzoek uit naar het recreatief gebruik van het duingebied Meijendel. Doel van het onderzoek is het verkrijgen van inzicht in aard en omvang van het gebruik van dit gebied en hiermee samenhangende variabelen. Daartoe worden vanaf maart 1992 veldwaarnemingen verricht in het gebied. Dit is deel 20 in het kader van Monitoringsonderzoek recreatie duingebied Meijendel

Ten behoeve van het Duinwaterbedrijf Zuid-Holland voert Wageningen UR een meerjarig momitoringsonderzoek uit naar het recreatief gebruik van het duingebied Meijendel. Doel van het onderzoek is het verkrijgen van inzicht in aard en omvang van het gebruik van dit gebied en hiermee samenhangende variabelen. Daartoe worden vanaf maart 1992 veldwaarnemingen verricht in het gebied. Dit is deel 20 in het kader van Monitoringsonderzoek recreatie duingebied Meijendel

In dit rapport is voor een drietal deelgebieden van de noord - zuid verbinding A50 onderzocht welke alternatieven er voor handen zijn om de snelweg wel naar 2x3 rijstroken uit te breiden, maar tegelijk de negatieve aspecten te minimaliseren. Het betreft het Beekdalviaduct, Doorwerthse Heide en Wolfheze. De uitkomsten van deze studie laten zien dat het mogelijk is om de capaciteitsvergroting van de A50 tussen de Rijnbrug bij Heteren en knooppunt Grijsoord niet alleen te gebruiken voor een verbetering van de doorstroming van het verkeer, maar tevens voor het treffen van maatregelen die de negatieve gevolgen van deze snelweg op de leefomgeving aanzienlijk verminderen.

Dit rapport geeft een overzicht van de huidige kennis over het gedrag van lachgas (N2O) in de atmosfeer, wereldwijde bronnen en putten van N2O, Nederlandse N2O emissie in 1990, opties om N2O emissies te reduceren en projecties. Ondanks een aantal onzekerheden is het mogelijk de waargenomen trend in atmosferisch N2O te verklaren met bekende bronnen. Schattingen van mondiale emissies zijn minder onzeker dan die van nationale, omdat de wereldwijde emissie afgeleid kan worden van een massabalans van de atmosfeer. Ondanks de onzekerheden is het waarschijnlijk dat de Nederlandse N2O emissie zal blijven stijgen in de toekomst, tenzij aanvullend beleid wordt ingezet. Verschillende bestaande beleidsmaatregelen beinvloeden de uitstoot van N2O, bij voorbeeld die ter bestrijding van verzuring en vermesting. Een aantal van deze maatregelen kan de N2O uitstoot doen toenemen, terwijl andere kunnen resulteren in een reductie van de N2O emissie. De beschreven technische opties kunnen de Nederlandse emissie met 25% reduceren ten opzichte van 1990 door onder andere (1) katalytische N2O reductie bij de produktie van salpeterzuur, (2) efficienter gebruik van stikstof meststoffen, bijvoorbeeld door gebruik van slow release fertilizers, (3) aanpassingen in de verbranding van afval en (4) optimalisatie van de verbranding van fossiele brandstoffen, met name in oudere centrales en katalytische N2O reductie in wervelbedverbranding. De grootste reductie kan worden gerealiseerd bij industriele produktie van salpeterzuur, maar de aanname dat een katalysator geimplementeerd kan worden in 2000 lijkt optimistich. De onzekerheden in schattingen van de Nederlandse N2O emissie zouden verminderd kunnen worden door (1) meten van N2O vorming tijdens salpeterzuurproduktie, (2) voortzetting van onderzoek naar N2O produktie door voertuigen, (3) meten van N2O produktie in Nederlandse bodems, (4) onderzoek naar N2O produktie in grond- en oppervlaktewater in Nederland, (5) onderzoek naar N2O vorming in de atmosfeer en (6) onderzoek naar de effecten van klimaatverandering op N2O emissies.

This report gives a review of Dutch literature on the effects of fiscal instruments for traffic. A review is given on four policy measures, e.g. travel-cost allowances for commuters, conveyance tax, compensation for moving expenses and fiscal addition for car expenses. Possible effects of these fiscal instruments on mobility (commuting mileage), CO2-emission and congestion are reviewed. The research on the effects of conveyance tax, compensation for moving expenses and fiscal addition for car expenses is rather limited. More research has been done on allowances for commuters, mainly because abolition of these allowances was in discussion in the Netherlands for quite some time. It is concluded that the reviewed financial measures have a small effect on the number of carkilometres travelled, congestion and CO2-emission.

This report gives a review of Dutch literature on the effects of fiscal instruments for traffic. A review is given on four policy measures, e.g. travel-cost allowances for commuters, conveyance tax, compensation for moving expenses and fiscal addition for car expenses. Possible effects of these fiscal instruments on mobility (commuting mileage), CO2-emission and congestion are reviewed. The research on the effects of conveyance tax, compensation for moving expenses and fiscal addition for car expenses is rather limited. More research has been done on allowances for commuters, mainly because abolition of these allowances was in discussion in the Netherlands for quite some time. It is concluded that the reviewed financial measures have a small effect on the number of carkilometres travelled, congestion and CO2-emission.

Current concentrations of air pollution during episodes of winter-type smog are now lower than in the late eighties. Traffic is a major contributor to the particulate and gaseous air pollution. There are indications that hospital admissions, mortality and other less severe health effects are associated with particulate and gaseous air pollution during episodes of winter-type smog. As an example an estimate has been made of the expected effects on daily health after exposure to extreme 24 h concentration of 230 microg/m3 PM10. The health impact varied for different endpoints, of which high and low values will be presented. During such an extreme episode acute mortality is expected to rise by approximately 20%, while use of medication by asthmatic children is expected to rise threefold. Other health endpoints showed increases between these two. Current knowledge indicates that (even a modest) decrease in yearly average concentrations has a greater positive effect on health effects than stopping all traffic emissions in the Netherlands during such an extreme episode. Therefore a more permanent policy of curbing (traffic) air pollution is probably more effective in reducing public health risks than a one-off termination of all urban traffic in the Netherlands during a winter-type smog episode.

This report describes a scenario study into the mobility effects of office relocations. A land-use scenario was developed, assuming that half the non-agricultural and non-retail employment at locations with poor access to public transport are relocated to sites with good public transport accessibility. Based on the results of empirical research, models have been developed describing how employees react to the relocation of their offices (change / no change in home or job location). These models were combined with the Dutch National Model System. Model simulations show that if half the non-agricultural and non-retail employment at locations with poor access to public transport are relocated to sites with good public transport accessibility, calculated use of cars for driving from home to work, assuming the long-term equilibrium, will be reduced by 4% in 2015. However, If (delayed) reactions of employees to relocations are explicitly incorporated, the (medium-term) reduction is only 1.3% Reductions in the distance driven from home to work of employees confronted with relocations vary from 31% (long-term equilibrium) to 10% (taking explicit account of reactions to relocations). Calculated effects of relocations on the mobility of employees are highly dependent on whether or not reactions of employees are explicitly taken into account. Contrary to the expectations, if mobility costs are doubled or if average speeds of car trips are reduced by 10%, the effects of the assumed employment relocations are lower than without these changes. The most important reason for these lower effects is the difference in increase in commuting distances due to the employment relocations. Before the employment relocations the firms are located more or less in the centre of their workers. After the employment relocations the employment is sited more excentric, resulting in an increase in average commuting distances. The shorter the commuting distances, the stronger the (relative) increase in commuting distances. Because higher costs and lower speeds result in lower commuting distances, the increase due to the employment relocations is higher. Changes in behaviour (taste variations) (with as a result a shift from car driver to public transport) do not influence the effects of the assumed employment relocations.

This report presents a halfway score of the research project "Winter smog and Traffic", one of the themes of the research programme "Air Pollution and Health". A state of the art is presented of the health effects associated with exposure to winter smog and of the toxicological effects caused by the inhalation of particles. A summary of the assessment of air quality and the results of epidemiological research is presented. Some policy questions are answered as far as possible at this stage of the project. Finally, an outline of a plan of activities is presented which is based on the policy needs and the most serious gaps in knowledge.

Current concentrations of air pollution during episodes of winter-type smog are now lower than in the late eighties. Traffic is a major contributor to the particulate and gaseous air pollution. There are indications that hospital admissions, mortality and other less severe health effects are associated with particulate and gaseous air pollution during episodes of winter-type smog. As an example an estimate has been made of the expected effects on daily health after exposure to extreme 24 h concentration of 230 microg/m3 PM10. The health impact varied for different endpoints, of which high and low values will be presented. During such an extreme episode acute mortality is expected to rise by approximately 20%, while use of medication by asthmatic children is expected to rise threefold. Other health endpoints showed increases between these two. Current knowledge indicates that (even a modest) decrease in yearly average concentrations has a greater positive effect on health effects than stopping all traffic emissions in the Netherlands during such an extreme episode. Therefore a more permanent policy of curbing (traffic) air pollution is probably more effective in reducing public health risks than a one-off termination of all urban traffic in the Netherlands during a winter-type smog episode.

Op prinsjesdag 1998 presenteerde het RIVM als milieuplanbureau haar vierde Milieubalans (RIVM, 1998). De milieubalans 1998 (MB98) beschouwt de veranderingen in de kwaliteit van het milieu in de periode 1985-1997. Deze veranderingen zijn onder andere het resultaat van de uitvoering van het milieubeleid. Bovendien is in de MB98 voor het eerst een kortetermijnprognose tot 2002 opgenomen. Dit document dient als verantwoording voor de informatie over de doelgroep verkeer en vervoer die in de Milieubalans 1998 en in de op internet verschenen FAchtergronden bij de Milieubalans 1998A zijn gepresenteerd. De belangrijkste bevindingen zijn: 1) het gebruik van de meeste vervoermiddelen is in 1997 toegenomen. Het personenautogebruik zal in 2000 circa 5% hoger zijn dan de SVV-II-doelstelling; 2) de CO2-emissie door het wegverkeer zal, bij inzet van het huidige beleid, tenminste tot 2002 blijven toenemen, mede doordat pas op langere termijn verbeteringen in de brandstofefficiency van het personenautopark worden verwacht; 3) de overige emissies door de doelgroep verkeer en vervoer (fijn stof, CO, VOS, NOx en SO2) zijn in 1997 verder afgenomen met name door de succesvolle penetratie van de geregelde driewegkatalysator in het personen- en bestelautopark. Tot 2002 wordt met uitzondering van SO2 een verdere daling van de emissies verwacht; 4) de CO2-emissies als gevolg van het gebruik van Nederlandse bunkers door de internationale binnenvaart, luchtvaart en zeevaart was in 1997 circa 7% hoger dan in 1996. De CO2-emissies uit deze bunkers bedragen evenveel als ruim 2 maal de CO2-emissies door personenauto's op Nederlands grondgebied

The CAR-Parking computer program, for which this manual has been written, was developed for calculating the air quality in the vicinity of parking garages and for testing the concentration of benzene against the standards for this compound. The model calculates the emission of benzene from cars inside the parking garage and the contribution to the concentration of benzene in the vicinity of the parking garage. The input data apply to traffic (e.g. number of cars per day, average velocity, length of time car is parked), parking garages (dimensions, number of levels, distance between levels), ventilation (open parts of the outer wall, capacity of mechanized ventilation) and configuration (presence of other buildings). Outer-wall concentrations are calculated for user-defined distances. The CAR-Parking program is a Windows application. The manual comes complete with two disks containing installation software.

This report presents a halfway score of the research project "Winter smog and Traffic", one of the themes of the research programme "Air Pollution and Health". A state of the art is presented of the health effects associated with exposure to winter smog and of the toxicological effects caused by the inhalation of particles. A summary of the assessment of air quality and the results of epidemiological research is presented. Some policy questions are answered as far as possible at this stage of the project. Finally, an outline of a plan of activities is presented which is based on the policy needs and the most serious gaps in knowledge.

This report describes a scenario study into the mobility effects of office relocations. A land-use scenario was developed, assuming that half the non-agricultural and non-retail employment at locations with poor access to public transport are relocated to sites with good public transport accessibility. Based on the results of empirical research, models have been developed describing how employees react to the relocation of their offices (change / no change in home or job location). These models were combined with the Dutch National Model System. Model simulations show that if half the non-agricultural and non-retail employment at locations with poor access to public transport are relocated to sites with good public transport accessibility, calculated use of cars for driving from home to work, assuming the long-term equilibrium, will be reduced by 4% in 2015. However, If (delayed) reactions of employees to relocations are explicitly incorporated, the (medium-term) reduction is only 1.3% Reductions in the distance driven from home to work of employees confronted with relocations vary from 31% (long-term equilibrium) to 10% (taking explicit account of reactions to relocations). Calculated effects of relocations on the mobility of employees are highly dependent on whether or not reactions of employees are explicitly taken into account. Contrary to the expectations, if mobility costs are doubled or if average speeds of car trips are reduced by 10%, the effects of the assumed employment relocations are lower than without these changes. The most important reason for these lower effects is the difference in increase in commuting distances due to the employment relocations. Before the employment relocations the firms are located more or less in the centre of their workers. After the employment relocations the employment is sited more excentric, resulting in an increase in average commuting distances. The shorter the commuting distances, the stronger the (relative) increase in commuting distances. Because higher costs and lower speeds result in lower commuting distances, the increase due to the employment relocations is higher. Changes in behaviour (taste variations) (with as a result a shift from car driver to public transport) do not influence the effects of the assumed employment relocations.

In September 1998 the Dutch National Institute of Public Health and the Environment (RIVM) published the fourth National Environmental Balance (MB98) in Dutch. Here, the environmental quality resulting (partly) from the environmental policy at the time is quantified for the period 1985-1997. Supplemental to this fourth Environmental Balance is an outlook for the period 1997-2002. This report serves as a background document for the section on transport in the MB98. Major conclusions drawn from this outlook are: (1) the increase in the use of most transport modes in 1997 compared to 1996 and the prediction that in 2000 the use of passenger cars will be approximately 5% higher than the SVV-II policy target; (2) the increase in CO2 emissions by road traffic up to at least 2002, mainly because short-term improvements in energy efficiency of passenger cars are not expected; (3) the decrease in other emissions (aerosols, CO, VOC, NOx and SO2) as a result of the successful penetration of the three-way catalytic convertor in the passenger car and light-duty vehicle stocks, as well as a further decrease forecasted for the emissions up to 2002, except for SO2; (4) the approximate 7% increase in CO2 emissions from the use of Dutch bunker fuels by international sea and air transport in 1997 compared to 1996. CO2 emissions from these bunker fuels amount to more than twice the CO2 emissions from passenger cars on Dutch territory.

This study was initiated to overview current knowledge on nitrous oxide (N2O). The report reviews atmospheric behaviour of N2O, global sources and sinks, Dutch emissions in 1990, options to reduce emissions, and past and future emissions. Despite the uncertainties involved, it is likely that without additional policy Dutch N2O emissions will continue to increase in the future. The technological options considered may reduce Dutch emissions by 25% relative to 1990, and include (1) a catalytic reduction step in nitric acid production, (2) improved fertilizer-N use efficiency, (3) improved combustion of municipal solid waste and sewage treatment, and (4) improved combustion in power plants, and afterburning or catalytic reduction in fluidized bed combustion. The largest reduction can be achieved in nitric acid production, but the assumption that a catalytic converter can be implemented by 2000 may be optimistic. The uncertainty in estimates on Dutch emissions could be reduced by measuring or otherwise investigating (1) N2O production during nitric acid production and other Dutch industrial sources, (2) N2O production in vehicles, (3) N2O emissions from Dutch soils, (4) N2O production in Dutch groundwaters and surface waters, (5) atmospheric formation of N2O and (6) the effect of global warming on N2O emissions.

The aim of this report is to answer the question: what are the environmental effects of construction and improvement of transport infrastructure on a national scale? In this report a rough calculation is made of the effects of construction and improvement of main infrastructure in the Netherlands in the period 1995-2020. It is indicated that: a) on a national scale the expected construction and improvement of main infrastructure will increase the environmental pressure of transport. Without the infrastructure improvement energy use of transport in 2020 will be 2-6% lower, b) this increase is caused by the expected extension of road infrastructure in the period 1995-2020 which will lead to induced traffic. Construction of High-Speed rail and a new freight rail will result in a somewhat lower energy use, but this effect is very small compared to the increase of energy use because of the road infrastructure extension.

This national report on air quality resolutions is based on reports from provinces and municipalities for the year 2000. The reports describe the local air quality by exceedances of air quality standards for the compounds sulphur dioxide, suspended particles (black smoke), nitrogen dioxide, carbon monoxide, lead and benzene. No exceedances of air quality standards were reported for industrial areas. The provinces of Utrecht, Noord-Holland and Zuid-Holland report exceedances for nitrogen dioxide near a number of motorways. The province of Noord-Brabant reports two exceedances for nitrogen dioxide near national motorways. Twelve municipalities reported a joint total of 50 cases of exceedance: 22 times for nitrogen dioxide, 23 times for benzene, twice for suspended particles and three times for carbonmonoxide.

This national report on air quality resolutions is based on reports from provinces and municipalities for the year 2000. The reports describe the local air quality by exceedances of air quality standards for the compounds sulphur dioxide, suspended particles (black smoke), nitrogen dioxide, carbon monoxide, lead and benzene. No exceedances of air quality standards were reported for industrial areas. The provinces of Utrecht, Noord-Holland and Zuid-Holland report exceedances for nitrogen dioxide near a number of motorways. The province of Noord-Brabant reports two exceedances for nitrogen dioxide near national motorways. Twelve municipalities reported a joint total of 50 cases of exceedance: 22 times for nitrogen dioxide, 23 times for benzene, twice for suspended particles and three times for carbonmonoxide.

Reports from provinces and municipalities on exceedances of the air quality standards for the compounds sulphur dioxide, suspended particles (black smoke), nitrogen dioxide, carbon monoxide, lead and benzene are overviewed here. No exceedances of air quality standards were reported for industrial areas. The provinces of Utrecht and Zuid-Holland reported exceedances for nitrogen dioxide near roadways. Ten municipalities reported a joint total of 21 cased of exceedance: 8 times for nitrogen dioxide, 12 times for benzene and once for suspended particles.

In September 2000 the Dutch National Institute of Public Health and the Environment (RIVM) published the sixth National Environmental Balance (MB2000) in Dutch. In the MB2000 the environmental quality since 19801980 has been considered. The MB2000 also contains an outlook for the period of 1999 to 2004. This report serves as a background document to the MB2000 for traffic and transport. It contains detailed data on passenger and freight transport volumes, energy use and emmissions for the period 1980-1999. Besides, changes in emission estimates for the period 1980-1999 and the methodology for forecasting emissions up to 2004 are explained in this report. The following conclusions have been drawn from the traffic and transport data: 1) CO2 emissions by traffic and transport increased between 1980-1999 and will further increase between 1999 and 2004, but at a slower pace than in the preceding period; 2) on the other hand, other greenhouse gas emissions (N2o and CH4) by traffic and transport will further decrease between 1999 and 2004, but not enough to decrease total greenhouse gas emissions by traffic and transport; 3) other emissions considered, like CO, NOx and VOC, further decrease between 1998 and 1999, like they did in the period 1980-1998, and continue to decrease in the four years after 1999.

In this report details on, and background to a study on the extent and effects of exposure to noise from road, rail and air traffic in the framework of the fifth National Environmental Outlook are given as they are expected to develop from 1995 to 2030. The results have indicated environmental noise to be among the persistent environmental problems in the Netherlands. The whole process, from the basic data collection and processing to the application of a computer model for noise mapping and the analysis of its results has been described. The most comprehensive description is dedicated to the starting points and assumptions in line with the methodological approach. Special focus has also been placed on the way the effects of existing policy and measures to reduce noise (annoyance) in the Netherlands ar estimated and taken into account. The reproducibility of the figures and conclusions given in this fifth Environmental Outlook have been adequately handled in this way, while providing the interested reader with all the necessary background information.

In this report details on, and background to a study on the extent and effects of exposure to noise from road, rail and air traffic in the framework of the fifth National Environmental Outlook are given as they are expected to develop from 1995 to 2030. The results have indicated environmental noise to be among the persistent environmental problems in the Netherlands. The whole process, from the basic data collection and processing to the application of a computer model for noise mapping and the analysis of its results has been described. The most comprehensive description is dedicated to the starting points and assumptions in line with the methodological approach. Special focus has also been placed on the way the effects of existing policy and measures to reduce noise (annoyance) in the Netherlands ar estimated and taken into account. The reproducibility of the figures and conclusions given in this fifth Environmental Outlook have been adequately handled in this way, while providing the interested reader with all the necessary background information.

This report is based on reports from provinces and municipalities on exceedances of the air quality standards for the compounds sulphur dioxide, suspended particles (black smoke), nitrogen dioxide, carbon monoxide, lead and benzene. No exceedances of air quality standards were reported for industrial areas. By seven municipalities exceedances were reported: thirteen times of nitrogen dioxide and nine times of benzene.

In September 1999 the Dutch National Institute of Public Health and the Environment (RIVM) published the fifth National Environmental Balance (MB99) in Dutch. While the environmental quality since 1985 had been considered in preceding balances, this fifth balance represents an attempt to shift the time horizon for data availability back as far as possible. In contrast to this retrospective, this Environmental Balance also contains an outlook for the period of 1998 to 2003, serving as a background document for the chapter on transport. The following major conclusions can be drawn from this 1999 National Environmental Balance. (1) Despite the growth in car kilometres, the emissions of CO, VOC and lead from passenger cars were lower in 1998 than in 1970, while particulate emissions (PM10) and NOx in 1998 were the same as in 1970, after increasing between 1970 and 1985. The CO2 emission from passenger cars has continued to increase since 1970. (2) Most of the emissions due to traffic and transport will decrease in the nearby future, except the CO2 emissions, which will increase annually by approximately 0.5-1.0 per cent. This increase is less than in the recent past due to the effect of the agreement between the European Union and the European Car Manufacturers Association (ACEA) to decrease the fuel consumption of new passenger cars sold in the EU. (3) The number of passenger kilometers in air transport from and to the Dutch international Schiphol airport increased by a factor of 75 between 1955 and 1997. In comparison, this factor is 13 for the increase in number of passenger kilometres for cars in the Netherlands and 1.5 for Dutch public transport. (4) The increased use of energy by passenger transport (only passenger cars and public transport) between 1960 and 1997 (a factor of 7) was caused mainly by the population growth and the increased transport need per capita (a factor of 4). Other reasons were the decrease in the occupation rate of passenger cars and the modal shift towards passenger cars. The decreased use of energy per passenger car kilometre has slightly restrained the growth of energy use.

The study documented here deals with the technical potential of sustainable energy sources to reduce the use of fossil fuels in the long term (2050) by more than 80% compared to their use in 1990. Biomass alone was shown to have insufficient potential to reach this goal where CO2 emissions are concerned. Fossil fuels combined with CO2 storage do have this potential, but only for a limited time period. The technical potential of renewable solar/wind/water sources to reduce CO2 emissions is more than sufficient on a global scale. Besides, wind turbines and solar collectors can be located on arid lands, precluding competition with food production and threats to biodiversity. Further conclusions can be summarised as follows: 1) other emissions than CO2 can, technically speaking, be reduced by more than 95% compared to 1990 levels; fuel-cell electric or battery-operated vehicles are not necessary for this because the emission reduction potential of the internal combustion engine too is still large; 2) a shift to sustainable energy will, in consequence, make a large claim on land, in which case CO2 capture will be precluded as an option for sustainability; 3) under optimistic assumptions, the per kilometre costs of sustainable energy chains may be slightly lower than those of the reference energy chain ('fossil fuel + combustion engine'), and 4) external safety problems may occur if hydrogen is stored under pressure, although these can be eliminated using other means of transportation and hydrogen storage. In cases where policy makers see land use in relation to competition with food production, drinking-water supply and biodiversity as important indicators for sustainability, it would appear obvious to focus attention in the long term on electricity or hydrogen from solar/wind/water. This is because of the large potential of renewable energy and the ability of wind and solar energy to be produced on wastelands and even in deserts, precluding threats to food production, drinking-water supply and biodiversity. In the time that renewable energy production capacity is being built up, the underground storage of CO2 option can be set in to attain a reasonable CO-2 emission reduction in the short term. Neither should biomass be precluded in the short term, since a transition to biomass combined with combustion engines in the transport sector is much easier to achieve than, for example, a transition to renewable hydrogen combined with fuel cells.

Evaluation of the Dutch policy document 'Transport emissions' by the Environmental Assessment Agency has led to three conclusions. First, the NOx goal for the transport sector for 2010 is achievable with the adopted policy proposals, but implementation is uncertain (for example, it is uncertain if all policy plans will be implemented between now and 2010). Secondly, the proposal to stimulate biofuels is not cost-effective. Thirdly, monetized health benefits in the proposal to stimulate particle filters in passenger cars are cost-effective, particularly in built-up areas.

Evaluation of the Dutch policy document 'Transport emissions' by the Environmental Assessment Agency has led to three conclusions. First, the NOx goal for the transport sector for 2010 is achievable with the adopted policy proposals, but implementation is uncertain (for example, it is uncertain if all policy plans will be implemented between now and 2010). Secondly, the proposal to stimulate biofuels is not cost-effective. Thirdly, monetized health benefits in the proposal to stimulate particle filters in passenger cars are cost-effective, particularly in built-up areas.

The most annoying source of noise in the Netherlands is road traffic. Of the Dutch population aged 16 years and older 29% is severely annoyed by this type of noise. Second and third most annoying noise sources are air traffic and neighbours (both 12% severely annoyed). Mopeds are the most annoying source of road traffic noise. Nineteen percent of the Dutch population is severely annoyed by the noise of mopeds, followed by motorbikes (11% severely annoyed) and lorries (10% severely annoyed). The severe annoyance from mopeds, highways and building and demolition sites exhibits a rising trend since 1993. For military planes, cars and busses severe annoyance has declined since 1993. In addition to noise annoyance, mopeds are the most important source of sleep disturbance; 7% of the respondents report severe sleep disturbance by moped noise. The (loud and reckless) behaviour of moped drivers is also an important source of annoyance. These are some results from a periodic national survey on annoyance, sleep disturbance, risk perception and of the quality of the living environment. In general, Dutch inhabitants are satisfied with their homes and residential areas. The average score for satisfaction with the residential area is 7,7 on a scale from 0-10. People are most dissatisfied with parking facilities in the neighbourhood (18%), public transport (16%) and space for playgrounds in the neighbourhood (12%). In comparison with the last survey (in 1998), residential satisfaction has increased.

The study documented here deals with the technical potential of sustainable energy sources to reduce the use of fossil fuels in the long term (2050) by more than 80% compared to their use in 1990. Biomass alone was shown to have insufficient potential to reach this goal where CO2 emissions are concerned. Fossil fuels combined with CO2 storage do have this potential, but only for a limited time period. The technical potential of renewable solar/wind/water sources to reduce CO2 emissions is more than sufficient on a global scale. Besides, wind turbines and solar collectors can be located on arid lands, precluding competition with food production and threats to biodiversity. Further conclusions can be summarised as follows: 1) other emissions than CO2 can, technically speaking, be reduced by more than 95% compared to 1990 levels; fuel-cell electric or battery-operated vehicles are not necessary for this because the emission reduction potential of the internal combustion engine too is still large; 2) a shift to sustainable energy will, in consequence, make a large claim on land, in which case CO2 capture will be precluded as an option for sustainability; 3) under optimistic assumptions, the per kilometre costs of sustainable energy chains may be slightly lower than those of the reference energy chain ('fossil fuel + combustion engine'), and 4) external safety problems may occur if hydrogen is stored under pressure, although these can be eliminated using other means of transportation and hydrogen storage. In cases where policy makers see land use in relation to competition with food production, drinking-water supply and biodiversity as important indicators for sustainability, it would appear obvious to focus attention in the long term on electricity or hydrogen from solar/wind/water. This is because of the large potential of renewable energy and the ability of wind and solar energy to be produced on wastelands and even in deserts, precluding threats to food production, drinking-water supply and biodiversity. In the time that renewable energy production capacity is being built up, the underground storage of CO2 option can be set in to attain a reasonable CO-2 emission reduction in the short term. Neither should biomass be precluded in the short term, since a transition to biomass combined with combustion engines in the transport sector is much easier to achieve than, for example, a transition to renewable hydrogen combined with fuel cells.

The most annoying source of noise in the Netherlands is road traffic. Of the Dutch population aged 16 years and older 29% is severely annoyed by this type of noise. Second and third most annoying noise sources are air traffic and neighbours (both 12% severely annoyed). Mopeds are the most annoying source of road traffic noise. Nineteen percent of the Dutch population is severely annoyed by the noise of mopeds, followed by motorbikes (11% severely annoyed) and lorries (10% severely annoyed). The severe annoyance from mopeds, highways and building and demolition sites exhibits a rising trend since 1993. For military planes, cars and busses severe annoyance has declined since 1993. In addition to noise annoyance, mopeds are the most important source of sleep disturbance; 7% of the respondents report severe sleep disturbance by moped noise. The (loud and reckless) behaviour of moped drivers is also an important source of annoyance. These are some results from a periodic national survey on annoyance, sleep disturbance, risk perception and of the quality of the living environment. In general, Dutch inhabitants are satisfied with their homes and residential areas. The average score for satisfaction with the residential area is 7,7 on a scale from 0-10. People are most dissatisfied with parking facilities in the neighbourhood (18%), public transport (16%) and space for playgrounds in the neighbourhood (12%). In comparison with the last survey (in 1998), residential satisfaction has increased.

To be able to meet policy goals like the NEC directive and the Kyoto agreement, the Dutch government will have to implement additional measures in the transport sector. In consultation with the transport sector, the Dutch Ministry of Housing, Spatial Planning and the Environment (VROM) made a list of options for reducing acidifying (e.g. NOx, VOC and SO2) and climate-changing emissions ( e.g. CO2) due to traffic and transport. The Ministry then commissioned the Environmental Assessment Agency of the National Institute for Public Health and the Environment (RIVM) to assess the emission effects and costs of these options. To accommodate the additional policy measures that will come into force before 2010 and the change in insights into emission factors since the last emission forecast, the Ministry also requested an update of the emission forecast for 2010. This report presents a rough assessment of the costs of and effects on emissions of 136 measures. It has been prepared for the use of policy-makers in selecting cost-effective options. One recommendation, however, is the advice to policy-makers to do a more accurate assessment before implementing these cost-effective options. Along with options to reduce polluting emissions, options to reduce noise emissions and improve local air quality were also assessed. The report concludes that pricing measures, in particular, could result in large emission reductions and be cost-effective too. Such measures are: 1) levying emission charges for inland ships and trucks, 2) changing the passenger car taxation regime along the lines of 'the more emitted, the more paid' and 3) road pricing. Large noise reductions can be realised by implementing silent road surfaces and imposing an excise duty on the purchase of 'noisy' tyres (to stimulate the use of 'quieter' ones). Moreover, these options are all technically and organisationally feasible.