The bicycle-train travellers in the Netherlands: personal profiles and travel choices

The Netherlands seems to exhibit the unique conditions that allow cycling on the country level instead of only the city level. Moreover, the national transit system seemingly provides one crucial condition: citizens use the train and cycling systems in an integrated manner, with combined bicycle-train transport recently demonstrating strong growth. Relatively little is known about bicycle-train users, i.e. the people who combine the bicycle and the train in a single trip. In this paper, we investigate their profiles and travel choices, in terms of the modes they choose for access and egress travel, their choice of stations, and their choice of type of bicycles. Studying this specific group can add to our understanding of the role of the train system in the success of cycling in the Netherlands, in turn helping improve policy transfer to metropolitan areas in other countries. In 2017, in cooperation with the Dutch National Railways, researchers surveyed a sample of train travellers, ultimately resulting in more than 3000 completed questionnaires. Descriptive analyses revealed that, compared to train travellers who do not or rarely cycle to/from train stations, bicycle-train users are on average more likely to be young people who are engaged in full-time employment or entrepreneurs, commute to work and hold university degrees. As for their cycling behaviour, bicycle-train travellers use bicycles much more often on the home-end of train trips than on the activity-end. Furthermore, bicycle-train travellers infrequently use suburban stations on the home-end, preferring large stations in the centres of major cities instead. For those who use bicycles, shared bicycles claim a considerable share on the activity-end of a train trip

Adaptation to Climate Change in the Transport Sector

In this study, we review the literature on climate change adaptation measures in the transport sector. Many of the measures proposed are rather conceptual and far from concrete, probably due to the fact that climate change effects on transport are either unknown or highly uncertain. Given the limited information on the potential magnitude of climate damages and the various uncertainties involved, postponement of adaptation investments may well be the most sensible strategy at the moment, especially when investments are substantial and irreversible. Furthermore, monitoring of relevant climatic changes and ongoing research into climate change effects are important elements of a pro-active adaptation strategy. Irreversible decisions, such as the ones on spatial organization, likely require a more active strategy, e.g. in the form of making spatial reservations. We further discuss the interdependency between optimal mitigation and adaptation, an issue that is often overlooked in the literature. Finally, most operators and governmental bodies are not used to dealing with risk and uncertainty, and generally base their decisions on single risk values only, likely leading to under- or overinvestment. We discuss several relevant topics in this area and highlight methods that can be used to better deal with these issues. © 2012 Copyright Taylor and Francis Group, LLC

Systematic sensitivity analysis of the full economic impacts of sea level rise

The potential impacts of sea level rise (SLR) due to climate change have been widely studied in the literature. However, the uncertainty and robustness of these estimates has seldom been explored. Here we assess the model input uncertainty regarding the wide effects of SLR on marine navigation from a global economic perspective. We systematically assess the robustness of computable general equilibrium (CGE) estimates to model’s inputs uncertainty. Monte Carlo (MC) and Gaussian quadrature (GQ) methods are used for conducting a Systematic sensitivity analysis (SSA). This design allows to both explore the sensitivity of the CGE model and to compare the MC and GQ methods. Results show that, regardless whether triangular or piecewise linear Probability distributions are used, the welfare losses are higher in the MC SSA than in the original deterministic simulation. This indicates that the CGE economic literature has potentially underestimated the total economic effects of SLR, thus stressing the necessity of SSA when simulating the general equilibrium effects of SLR. The uncertainty decomposition shows that land losses have a smaller effect compared to capital and seaport productivity losses. Capital losses seem to affect the developed regions GDP more than the productivity losses do. Moreover, we show the uncertainty decomposition of the MC results and discuss the convergence of the MC results for a decomposed version of the CGE model. This paper aims to provide standardised guidelines for stochastic simulation in the context of CGE modelling that could be useful for researchers in similar settings

Climate change and increased risk for the insurance sector: A global perspective and an assessment for the Netherlands.

Climate change is projected to increase the frequency and severity of extreme weather events. As a consequence, economic losses caused by natural catastrophes could increase significantly. This will have considerable consequences for the insurance sector. On the one hand, increased risk from weather extremes requires assessing expected changes in damage and including adequate climate change projections in risk management. On the other hand, climate change can also bring new business opportunities for insurers. This paper gives an overview of the consequences of climate change for the insurance sector and discusses several strategies to cope with and adapt to increased risks. The particular focus is on the Dutch insurance sector, as the Netherlands is extremely vulnerable to climate change, especially with regard to extreme precipitation and flooding. Current risk sharing arrangements for weather risks are examined while potential new business opportunities, adaptation strategies, and public-private partnerships are identified. © The Author(s) 2009

Implications of climate change for shipping: Ports and supply chains

Ports are an important economic actor—at local, national, and international scales—that have been identified as being vulnerable to future changes to the climate. This paper details the findings from an international review of state‐of‐the‐art knowledge concerning climate risks, and adaptation responses, for ports and their supply chains. Evidence from both academic and gray literature indicates that there has already been major damage and disruption to ports across the world from climate‐related hazards and that such impacts are projected to increase in the years and decades to come. Findings indicate that while a substantial—and growing—body of scientific evidence on coastal risks and potential adaptation options is acting as a stimulus for port authorities to explicitly consider the risks for their assets and operations, only a notable few have actually made the next step toward implementing adaptation strategies. This paper concludes by putting forward constructive recommendations for the sector and suggestions for research to address remaining knowledge gaps. It emphasizes a call for collaboration between the research and practice communities, as well as the need to engage a broad range of stakeholders in the adaptation planning process

Climate change and economic consequences for inland waterway transport in Europe

Future climate conditions are likely to affect inland waterway transport in Europe. According to some climate scenarios, in summer, in the river Rhine, periods with low water levels are likely to occur more often and become more serious. Then inland waterway transport carriers will experience more severe restrictions on the load factor of their inland ships, which implies a stronger reduction in transport capacity in the market. Transport prices will rise under such conditions. Some studies reviewed in this paper find that at extremely low water levels, the price per tonne for inland waterway transport in the river Rhine area will almost double. These increased transport prices result in welfare losses. For the dry summer in 2003, the losses for North West Europe are estimated to sum up to around €480 million. Increased transport prices trigger adaptation. Inland waterway carriers may use smaller vessels, and shippers have the opportunity to shift from inland waterway transport to alternative transport modes in periods with low water levels. This effect is probably rather modest, however, with a modal shift to road and rail smaller than 10 %. Also, changes in transport costs may lead to relocation of certain economic activities in the long run. © 2013 Springer-Verlag Berlin Heidelberg

Endogenous transport prices and trade imbalances

According to economic theory, imbalances in trade flows affect transport prices, because (some) carriers have to return without cargo from the low-demand region to the high-demand region. Therefore, transport prices in the high-demand direction have to exceed those in the low-demand direction. This implies that transport costs, and therefore trade costs, are fundamentally endogenous with respect to trade imbalances. We study the effect of an imbalance in trade flows on transport prices using micro-data on trips made by carriers in the inland waterway network in North West Europe. We find that imbalances in trade flows have substantial effects on transport prices. We estimate that a one standard deviation increase in the region's trade imbalance (the ratio of export and import cargo flows) increases the transport price per tonne of trips departing from this region by about 7%. © The Author (2010). Published by Oxford University Press. All rights reserved

Український Футбол як важіль політики. Євро-2012 на шпальтах тижневика "Кореспондент"

In juni 2004 werd een nieuw toetsingskader, de Chemie-Toxiciteit-Toets (CTT), voor zoute baggerspecie geïntroduceerd. De CTT vervangt de Uniforme Gehalte Toets (UGT). De belangrijkste wijzigingen zijn de expliciete norm voor Tributyltin (TBT) en signaleringswaarden voor een drietal bio-assays. Op het moment van de CTT invoering bestond er geen eenduidig beeld van de economische consequenties van dit nieuwe toetsingskader. Inmiddels is er een evaluatie van de economische consequenties voor de periode 2004-2005 uitgevoerd. In navolging van deze evaluatie presenteert deze studie een retrospectieve analyse van de invoering van de CTT voor de periode 1999-2003. 2003. Hiermee zijn de resultaten van de evaluatie in een breder perspectief te plaatsen. Belangrijke vragen hierbij zijn of voor de periode 1999-2003 dezelfde trends zijn gevonden in afgekeurde havenvakken en hoeveelheden baggerspecie. Bovendien is een inschatting gegeven wat de economische gevolgen in termen van hoeveelheden afgekeurde baggerspecie zijn voor de havenbedrijven met het Havenbedrijf Rotterdam N.V. en Groningen Seaports als voorbeel