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In the Netherlands a guideline for carrying out a CBA for infrastructure projects (the so-called OEI-manual) was constructed in the year 2000. Since then a CBA in line with the OEI-manual became compulsory in the decision making process for all large infrastructure national projects. The aim of this research is to define the main problems in the current Dutch practice as experienced by three different groups: scientists, consultants, policymakers. Using semi-structured interviews 72 respondents were asked to discuss the five most important substantive problems they experience with CBA. In addition the respondents were asked to elaborate on the main advantages and disadvantages they experience with the use of CBA in the appraisal of spatial-infrastructural projects. Next they were asked to outweigh the advantages and the disadvantages. The main finding of this research is that both the majority of scientists, consultants and policymakers evaluate the use of CBA as an ‘ex ante’ analysis of spatial-infrastructure projects positive. In spite of this positive overall evaluation, the respondents experience 68 different categories of problems. This paper elaborates on the 68 problems. The paper also focuses on the differences between the three groups in relation to the problems they experience. The relation between ‘the number of respondents that mention a problem that can be assigned to a main category of problems’ and ‘group of respondents (consultant / scientist / policymaker)’ is tested. This relation is significant for the categories ‘Problems with welfare economics as fundamental theory of ‘ex ante’ evaluation instrument’ and ‘Problems with presenting conclusions’. Relatively few consultants and relatively many policymakers mention that they experience problems with welfare economics as fundamental theory of an ‘ex ante’ evaluation instrument and the number of consultants that experience problems with presenting conclusions is relatively low compared to policymakers, TLO, Technology, Policy and Management

Managing large-scale transportation infrastructure projects is difficult due to frequent misinformation about the costs which results in large cost overruns that often threaten the overall project viability. This paper investigates the explanations for cost overruns that are given in the literature. Overall, four categories of explanations can be distinguished: technical, economic, psychological, and political. Political explanations have been seen to be the most dominant explanations for cost overruns. Agency theory is considered the most interesting for political explanations and an eclectic theory is also considered possible. Non-political explanations are diverse in character, therefore a range of different theories (including rational choice theory and prospect theory), depending on the kind of explanation is considered more appropriate than one all-embracing theory., Infrastructures, Systems and Services, Technology, Policy and Management

Legionella pneumophila is a ubiquitous inhabitant of environmental water reservoirs. The bacteria infect a wide variety of protozoa and, after accidental inhalation, human alveolar macrophages, which can lead to severe pneumonia. The capability to thrive in phagocytic hosts is dependent on the Dot/Icm type IV secretion system (T4SS), which translocates multiple effector proteins into the host cell. In this study, we determined the draft genome sequence of L. pneumophila strain 130b (Wadsworth). We found that the 130b genome encodes a unique set of T4SSs, namely, the Dot/Icm T4SS, a Trb-1-like T4SS, and two Lvh T4SS gene clusters. Sequence analysis substantiated that a core set of 107 Dot/Icm T4SS effectors was conserved among the sequenced L. pneumophila strains Philadelphia-1, Lens, Paris, Corby, Alcoy, and 130b. We also identified new effector candidates and validated the translocation of 10 novel Dot/Icm T4SS effectors that are not present in L. pneumophila strain Philadelphia-1. We examined the prevalence of the new effector genes among 87 environmental and clinical L. pneumophila isolates. Five of the new effectors were identified in 34 to 62% of the isolates, while less than 15% of the strains tested positive for the other five genes. Collectively, our data show that the core set of conserved Dot/Icm T4SS effector proteins is supplemented by a variable repertoire of accessory effectors that may partly account for differences in the virulences and prevalences of particular L. pneumophila strains. Copyright © 2010, American Society for Microbiology. All Rights Reserved.

Over the past two decades many papers are published in the area of ICTs impact on travel behaviour. Literature focusing on the impacts of ICT on accessibility is relatively scarce. In this paper we give an overview of impacts of ICT on four components of accessibility as distinguished by Geurs and Van Wee (2004): (1) the land-use component, (2) the transportation component, (3) the temporal component, and (4) then individual component. Conclusions are firstly that much more literature exists on the (potential) impacts of ICT on travel behaviour than on its impact on accessibility. Secondly, we argue ICT potentially has an impact on all four components of the concept of accessibility. Thirdly, there seems to be a major challenge in developing accessibility measures and indicators that include ICT, including those that measure the utility of accessibility. Fourth, in the area of ICTs impact on travel behaviour, many research gaps exist. Examples are the impact of ICT on overall activity and trip patterns, impacts of ICT on activities and trips at the household and social network level, ICT as a means to avoid congestion or mitigate its effects, and the role of the phenomenon of self-selection in the context of ICT use. Finally, a challenge for modelling exists: we think a major challenge is to develop models for activities, including ICT-impacts, that combine high levels of behavioural realism with (econometric) tractability. In this regard it should be noted that for practitioner, behaviourally realistic models that are very hard to calibrate or validate, let alone communicate to policy-makers and practitioners, are of limited value., TLO, Technology, Policy and Management

In the last decade the importance of attitude-related residential self-selection has frequently been recognized. In addition people can theoretically self select them with respect to other location choices, such as job locations, with respect to travel behavior, or with respect to the exposure to transport externalities such as noise and congestion. In this paper we argue that insights into self-selection processes might significantly improve our knowledge on location choices, travel behavior, and transport externalities. We elaborate on options for self-selection and briefly formulate methodologies for research into self-selection. We think the most important categories that self-selection relates to (1) travel behavior preferences (mode choice, travel frequency, travel time, travel distances) and related location choices, (2) exposure to transport externalities (congestion, safety/risk, noise), and (3) vehicle choice and driving behavior., TLO, Technology, Policy and Management

In many European countries, the impact of new road and railroad infrastructure is assessed by performing a cost-benefit analysis, monetising as many relevant effects as possible. Considering that noise is a major external effect of traffic, this paper will systematically review the guidelines for monetising noise in different European countries. The study shows, firstly, that there are guidelines for monetising noise in most western and northern European countries and secondly, that not all noise effects are dealt with. Usually only annoyance in a residential context is included. Thirdly, the different prices being attached to noise in various countries are mainly due to different unit values applied to the same impacts. Fourthly, a gap has been shown to exist between the theoretical guidelines and their application in practice., Infrastructure Systems & Services, Technology, Policy and Management

Previous research has stressed the relevance of nonacoustical factors in the perception of aircraft noise. However, it is largely empirically driven and lacks a sound theoretical basis. In this paper, a theoretical model which explains noise annoyance based on the psychological stress theory is empirically tested. The model is estimated by applying structural equation modeling based on data from residents living in the vicinity of Amsterdam Airport Schiphol in The Netherlands. The model provides a good model fit and indicates that concern about the negative health effects of noise and pollution, perceived disturbance, and perceived control and coping capacity are the most important variables that explain noise annoyance. Furthermore, the model provides evidence for the existence of two reciprocal relationships between (1) perceived disturbance and noise annoyance and (2) perceived control and coping capacity and noise annoyance. Lastly, the model yielded two unexpected results. Firstly, the variables noise sensitivity and fear related to the noise source were unable to explain additional variance in the endogenous variables of the model and were therefore excluded from the model. And secondly, the size of the total effect of noise exposure on noise annoyance was relatively small. The paper concludes with some recommended directions for further research., Infrastructures, Systems and Services, Technology, Policy and Management

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Since the year 2000 the Netherlands are using a new guideline for assessing the costs and benefits of transport systems. This guideline has been used several times now to assess transport systems using existing transport modes like trains. This paper reports on the first time this guideline was used to assess an innovative transport concept, the Superbus, a possible option to connect the North of the Netherlands to the Western urbanized part, the Randstad. The innovative character of the Superbus concept and the fact that it is under development made it difficult to assess this concept. In the assessment the costs of infrastructure, the demand driven logistics and the environmental aspects played an important role. The assessment caused major challenges with respect to the costs of infrastructure, the demand driven logistics and the environmental aspects. From the Cost and Benefit Analysis (CBA) performed it showed that in comparison with the other transport alternatives the Superbus has the lowest costs and the highest benefits. It is concluded that that is has been possible to assess the innovative Superbus concept by using the Dutch guideline for CBA assessments. The most important lessons learnt were the following: - It has been possible to assess the cost of infrastructure based on a combination of a toolbox of infrastructure elements, possible trajectories and adding costs for uncertainties. - Modelling the demand driven logistics has also been possible within the framework of the National Modelling System. - Environmental assessment of the concept has shown to be possible in this early stage of the development as well. - The assessment of the indirect benefits due to the innovative nature of the Superbus has not been possible - A CBA assumes a fully developed system. In case of an innovative system the end of the road towards maturity has not yet been reached. A CBA should be able to take this into account. An approach for this is presented. The authors concl, Aerospace Design, Integration and Operations, Aerospace Engineering

Contains fulltext : 47174.pdf (author's version ) (Open Access) Contains fulltext : 47174_pub.pdf (publisher's version ) (Closed access), Wireless Internet service (WIS) is finding increasing implementation in the Netherlands via several markets. Recently, the idea has emerged of providing WIS through public transport services. The impact of WIS on train travelers, particularly on business travelers, is, however, unknown. In a study to examine this impact, respondents were surveyed to find out how WIS might affect their travel and work performance. Respondents were also questioned about their willingness to pay for WIS and their preferred WIS characteristics. In general, respondents were positive about WIS and were willing to spend an average of €3.17 [Eur 1 = U.S. $1.28 (2006)] per trip for its use. Furthermore, they considered data security the most important WIS feature. Hence, it can be concluded that WIS deserves to be implemented in train services for business travelers as a means to enhance their travel and work performance during traveling.

Conventional approaches to measuring accessibility benefits are not capable of fully measuring the total accessibility benefits of integrated land-use-transport strategies, in which both land-use and transport changes form part of the policy strategy. In this paper a comprehensive methodology for analysing accessibility impacts and accessibility benefits, which is based on location-based and utility-based accessibility measures within an integrated land-use-transport interaction modelling framework, is described and applied in a case study. The case study examines the accessibility benefits and related user benefits of intensive mixed-use strategies aimed at increasing the density and diversity of activities around railway stations for the Randstad area of the Netherlands for the 1996-2030 period. A heavy concentration of activities near railway stations is shown to result in decreasing marginal returns for public-transport users and disbenefits for car users. © 2006 a Pion publication printed in Great Britain.

This paper aims to provide insights that help transport academics and policy makers appreciate the potentials and limitations of information provision as a means to changing car-drivers’ travel choices. The focus is on a modal shift from private car to public transport and changes in car-drivers’ choices for departure times and routes towards a more even distribution of traffic within the available road network. These insights are gained through a review of more than 15 years of literature concerning the use and effects of travel information among car-drivers. Based on the performed review, a number of generic, integrative insights are derived, including the following: it appears that our expectations with respect to the effects of information provision on travel choices in general may be mildly optimistic, particularly for behavioural changes not involving changes in mode-choice. In the longer term, the effects of information provision, when presented to travelers in suitable formats, are likely to be somewhat stronger than the short term effects, due to learning dynamics., Infrastructures, Systems and Services, Technology, Policy and Management

Technology, Policy and Management

Technology, Policy and Management

Technology, Policy and Management

Technology, Policy and Management

Despite the wide array of academic research, the impacts of compact urban development are not very well understood. What is lacking are, firstly, the insights into how a region or country would have appeared under policy regimes other than those realised and, secondly, a broad evaluation of relevant land-use, transport, accessibility and related societal and ecological impacts. Here, we report on an initial attempt to establish a methodology and evaluation framework for analysing the effectiveness of Dutch compact urbanisation policies implemented between 1970 and 2000. Our conclusion is that without compact urban development policies, urban sprawl in the Netherlands would have likely been greater, car use would have been higher at the cost of alternative modes, emission and noise levels in residential and natural environments, and the fragmentation of wildlife habitats would have been higher., Technology, Policy and Management

Technology, Policy and Management

Technology, Policy and Management

Technology, Policy and Management

Technology, Policy and Management

Technology, Policy and Management