Pathways to World-Class Energy Efficiency in Belgium Mckinsey & Company Takes Sole Responsibility for the Final Content of This Report, Unless Otherwise Cited
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View Its System of Classification of European Rail Gauges in the Light of Such Developments
ReportReport onon thethe CurrentCurrent StateState ofof CombinedCombined TransportTransport inin EuropeEurope EUROPEAN CONFERENCE OF MINISTERS TRANSPORT EUROPEAN CONFERENCE OF MINISTERS OF TRANSPORT REPORT ON THE CURRENT STATE OF COMBINED TRANSPORT IN EUROPE EUROPEAN CONFERENCE OF MINISTERS OF TRANSPORT (ECMT) The European Conference of Ministers of Transport (ECMT) is an inter-governmental organisation established by a Protocol signed in Brussels on 17 October 1953. It is a forum in which Ministers responsible for transport, and more speci®cally the inland transport sector, can co-operate on policy. Within this forum, Ministers can openly discuss current problems and agree upon joint approaches aimed at improving the utilisation and at ensuring the rational development of European transport systems of international importance. At present, the ECMT's role primarily consists of: ± helping to create an integrated transport system throughout the enlarged Europe that is economically and technically ef®cient, meets the highest possible safety and environmental standards and takes full account of the social dimension; ± helping also to build a bridge between the European Union and the rest of the continent at a political level. The Council of the Conference comprises the Ministers of Transport of 39 full Member countries: Albania, Austria, Azerbaijan, Belarus, Belgium, Bosnia-Herzegovina, Bulgaria, Croatia, the Czech Republic, Denmark, Estonia, Finland, France, the Former Yugoslav Republic of Macedonia (F.Y.R.O.M.), Georgia, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Moldova, Netherlands, Norway, Poland, Portugal, Romania, the Russian Federation, the Slovak Republic, Slovenia, Spain, Sweden, Switzerland, Turkey, Ukraine and the United Kingdom. There are ®ve Associate member countries (Australia, Canada, Japan, New Zealand and the United States) and three Observer countries (Armenia, Liechtenstein and Morocco). -
Thematic Report January 2020
THEMATIC REPORT RIVER-SEA TRANSPORT IN EUROPE PUBLISHED IN JANUARY 2020 Thematic report Published in RIVER-SEA TRANSPORT January 2020 Please find all our data at: www.inland-navigation-market.org TABLE OF CONTENTS 00 EXECUTIVE SUMMARY (P.4) METHODOLOGY AND SCOPE OF THE REPORT (P.9) 01 Definitions, terminology and scope of the report (p.10) Methodology and data reporting at EU level (p.11) RIVER-SEA TRANSPORT IN EUROPE: THE CASE OF SEAGOING SHIPS NAVIGATING ON INLAND WATERWAYS (P.15) 02 Overview of river-sea transport in Europe performed by sea- going ships (p.16) Legal and economic aspects related to river-sea transport performed by seagoing ships (p.21) River-sea goods transport in main European Union countries (p.26) • River-sea transport in the United Kingdom (p.26) • River-sea transport in Sweden (p.36) • River-sea transport in Romania (p.41) • River-sea transport in the Netherlands (p.49) • River-sea transport in Belgium (p.55) • River-sea transport in Finland (p.60) • River-sea-transport in Germany (p.67) • River-sea transport in France (p.76) • River-sea transport in Portugal (p.86) River-sea transport outside the European Union (p.87) • River-sea transport in Russia (p.87) • River-sea transport in Ukraine (p.88) RIVER-SEA TRANSPORT IN EUROPE: THE CASE OF INLAND VESSELS NAVIGATING “AT SEA” (P.91) 03 Introduction and general classification rules (p.92) Inland vessels at sea: estuary traffic in Belgium (p.95) Inland vessels put at sea in France (p.98) Inland vessels “at sea”: opportunities for the future? (p.102) 4 CCNR THEMATIC REPORT - RIVER-SEA TRANSPORT EXECUTIVE SUMMARY The Central Commission for the Navigation of the Rhine (CCNR), in partnership with the European Commission, publishes annual and biannual reports dealing with the European inland navigation market. -
Development of Rail Freight in Europe: What Regulation Can and Cannot Do
Development of rail freight in Europe: What regulation can and cannot do Belgium Case Study Professor Eddy Van de Voorde and Professor Thierry Vanelslander (University of Antwerp) Brussels, 11 December 2014 Centre on Regulation in Europe (CERRE) asbl Rue de l’Industrie 42 Box 16 - B-1040 Brussels - Belgium Ph: +32 2 230 83 60 - Fax: +32 2 230 83 70 – [email protected] – www.cerre.eu Table of contents 1. Introduction .................................................................................................................... 3 2. Demand for rail freight transport ..................................................................................... 3 3. Supply on the rail freight market ................................................................................... 10 3.1 Market structure in Belgium .................................................................................. 11 3.2 Market structure in a number of neighbouring European countries ........................ 14 3.3 Xrail: alliance or cartel? ......................................................................................... 17 4. Regulation and competitive strategies ........................................................................... 18 5. Potential scenarios for the Belgian market .................................................................... 22 5.1 Scenario 1: the market structure remains unchanged ............................................. 23 5.2 Scenario 2: a de facto monopoly............................................................................ -
'It Is Therefore Both in the German and in the Dutch Interest...'
'It is therefore both in the German and in the Dutch interest...' Dutch-German relations after the Great War. Interwoven economies and political détente, 1918-1933 Jeroen Euwe ‘Het is dus zoowel een Duitsch als een Nederlandsch belang…’ Hendrik Colijn aan de Raad van Bijstand van Economische Zaken, Departement Buitenlandsche Zaken, Den Haag, 28-2-1920. 'It is therefore both in the German and in the Dutch interest...' Dutch-German relations after the Great War. Interwoven economies and political détente, 1918-1931 ‘Het is dus zoowel een Duitsch als een Nederlandsch belang…’ Nederlands-Duitse betrekkingen na de Eerste Wereldoorlog. Verweven economieën en politieke detente, 1918-1931 Proefschrift ter verkrijging van de graad van doctor aan de Erasmus Universiteit Rotterdam op gezag van de rector magnificus prof.dr. H.G. Schmidt en volgens besluit van het College voor Promoties. De openbare verdediging zal plaatsvinden op vrijdag 21 december 2012 om 15.30 uur door Jilles Jeroen Euwe geboren te Vlaardingen Promotiecommissie: Promotor: Prof.dr. H.A.M.Klemann Overige leden: Prof.dr. A. de Jong Prof.dr. J.P.B. Jonker Prof.dr. P.T. van de Laar Contents Acknowledgements i Chapter 1 – Introduction 1.1 Introduction 4 1.2 The Dutch-German economic bonds 7 1.3 The historiography of Dutch-German (economic) relations 11 1.4 Theoretical framework: interdependence theory 17 Proving themselves right: liberal and neo-realist models 20 1.5 Interdependence theories: relevance to this study 24 Complicating factors 26 1.6 Central research question, sub-questions, -
BELGIUM © Gettyimages, Chrisdorney
BELGIUM © gettyimages, chrisdorney The Environmental Implementation Review 2019 COUNTRY REPORT BELGIUM Environment EUROPEAN COMMISSION Brussels, 4.4.2019 SWD(2019) 112 final COMMISSION STAFF WORKING DOCUMENT The EU Environmental Implementation Review 2019 Country Report - BELGIUM Accompanying the document Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions Environmental Implementation Review 2019: A Europe that protects its citizens and enhances their quality of life {COM(2019) 149 final} - {SWD(2019) 111 final} - {SWD(2019) 113 final} - {SWD(2019) 114 final} - {SWD(2019) 115 final} - {SWD(2019) 116 final} - {SWD(2019) 117 final} - {SWD(2019) 118 final} - {SWD(2019) 119 final} - {SWD(2019) 120 final} - {SWD(2019) 121 final} - {SWD(2019) 122 final} - {SWD(2019) 123 final} - {SWD(2019) 124 final} - {SWD(2019) 125 final} - {SWD(2019) 126 final} - {SWD(2019) 127 final} - {SWD(2019) 128 final} - {SWD(2019) 129 final} - {SWD(2019) 130 final} - {SWD(2019) 131 final} - {SWD(2019) 132 final} - {SWD(2019) 133 final} - {SWD(2019) 134 final} - {SWD(2019) 135 final} - {SWD(2019) 136 final} - {SWD(2019) 137 final} - {SWD(2019) 138 final} - {SWD(2019) 139 final} EN EN This report has been written by the staff of the Directorate-General for Environment, European Commission. Comments are welcome, please send them to [email protected] More information on the European Union is available at http://europa.eu. Photographs: p. 14 — ©iStock/ Geofff; p. 15 — © iStock/ 4nadia; p. 22 — © iStock/ jotily; p. 26 — © gettyimages/ barmalini; p. 29 — © iStock/ Leonid Andronov For reproduction or use of these photos, permission must be sought directly from the copyright holder. -
Simplified Questionnaire on Transport Situation in 2002
Informal document No. 4 Agenda item 6a ECONOMIC COMMISSION FOR EUROPE INLAND TRANSPORT COMMITTEE Working Party on Transport Trends and Economics Twenty-second session Geneva, 8-9 September 2009 TRANSPORT SITUATION IN BELGIUM IN 2008 1. Traffic trends The economic crisis Ever since de last quarter of 2008, the transport sector in Belgium is taking its share of the economic crisis, with a serious decline in activity. The very first signs of the coming storm could already be detected in July: in the midst of buoyant economic activity and against the trend of steady growth, there was this sudden 2% drop in activity at Brussels Airport. Gradually the crisis got hold of other transport modes: rail cargo, road haulage, activity in the ports and inland navigation. By the end of the year the economic downturn was general, even if some end-of-year figures still reflect the overall record activity in 2008. Belgium being a small open economy in the EU, future prospects highly depend on the large stimulus packages currently being deployed by the authorities (European, Belgian federal and regional). These packages seem to include considerable transport investment, mainly in new or more efficient transport, in infrastructure, multi-modal hubs and intermodal services. These initiatives come on top of efforts by the private sector in the field of efficiency in transport organisation & logistics service. This announces an important role for transport in the recovery process. So, beyond the current crisis, the promising long term transport & logistics agenda of Belgium remains unchanged. 1.1. Passenger traffic in general ▪ Car ownership remains very high (over 5 Mio cars for 10,6Mio inhabitants) and congestion - still mild by international comparison – does not get any better around Antwerp and Brussels. -
1 Introducing Longer and Heavier Vehicles in Belgium
INTRODUCING LONGER AND HEAVIER VEHICLES IN BELGIUM: A POTENTIAL THREAT FOR THE INTERMODAL SECTOR? Dries Meers Prof. Cathy Macharis Tom van Lier Vrije Universiteit Brussel, Vrije Universiteit Brussel, Vrije Universiteit Brussel, Belgium Belgium Belgium Department BUTO Department BUTO Department BUTO Research Group MOBI Research Group MOBI Research Group MOBI [email protected] [email protected] [email protected] Abstract Longer and heavier vehicles have been introduced in different countries because of their cost and environmental gains, compared to conventional trucks. Also the Flemish region in Belgium is setting up a trial with these types of vehicles, to evaluate their effect on different parameters. A fear of the rail and inland waterways transport sectors is however that a reverse modal shift might occur when these trucks are allowed on the transport network, reducing the price for road transport. In this paper we discuss experiences with the introduction of longer and heavier vehicles in other European countries and construct a framework to evaluate the possible extent of such a reverse modal shift in Flanders. Keywords: Longer and Heavier Vehicles, Intermodal Transport, Reverse Modal Shift 1 1. Introduction The region of Flanders – and by extension the whole of Belgium – is suffering heavily from transport-related problems. Despite the very dense road transport network1 and the extensive network of rail tracks and navigable inland waterways2, severe road congestion occurs on daily basis (INRIX, 2013). And besides congestion, other negative impacts arise, such as traffic accidents, transport emission... all having an undeniable societal cost component. (See for example Delhaye et al. -
Economic Importance of Air Transport and Airport Activities in Belgium
A Service of Leibniz-Informationszentrum econstor Wirtschaft Leibniz Information Centre Make Your Publications Visible. zbw for Economics Kupfer, Franziska; Lagneaux, Frédéric Working Paper Economic Importance of Air Transport and Airport Activities in Belgium NBB Working Paper, No. 158 Provided in Cooperation with: National Bank of Belgium, Brussels Suggested Citation: Kupfer, Franziska; Lagneaux, Frédéric (2009) : Economic Importance of Air Transport and Airport Activities in Belgium, NBB Working Paper, No. 158, National Bank of Belgium, Brussels This Version is available at: http://hdl.handle.net/10419/144370 Standard-Nutzungsbedingungen: Terms of use: Die Dokumente auf EconStor dürfen zu eigenen wissenschaftlichen Documents in EconStor may be saved and copied for your Zwecken und zum Privatgebrauch gespeichert und kopiert werden. personal and scholarly purposes. Sie dürfen die Dokumente nicht für öffentliche oder kommerzielle You are not to copy documents for public or commercial Zwecke vervielfältigen, öffentlich ausstellen, öffentlich zugänglich purposes, to exhibit the documents publicly, to make them machen, vertreiben oder anderweitig nutzen. publicly available on the internet, or to distribute or otherwise use the documents in public. Sofern die Verfasser die Dokumente unter Open-Content-Lizenzen (insbesondere CC-Lizenzen) zur Verfügung gestellt haben sollten, If the documents have been made available under an Open gelten abweichend von diesen Nutzungsbedingungen die in der dort Content Licence (especially Creative Commons Licences), -
Flanders, Experts in Motion
Way to Go FLANDERS, EXPERTS IN MOTION Way to Go FLANDERS, EXPERTS IN MOTION Expertise on the road to tomorrow Flanders is situated right in the middle of the beating heart of Western Europe. It is a crossroads of people, trade and culture that is home to a dense network of roads, waterways and railways, fine-meshed public transport and world-renowned ports. Brussels, cradle of the European institutions, is also the capital of Belgium and of Flanders itself. London, Amsterdam, the Ruhr Area and Paris are all situated within a mere 350 km. To assume its role as the gateway to Europe, Flanders has a broad range of cast-iron strong suits: hypermodern seaports, cutting-edge logistics and fast links by road, rail and inland waterway, plus one national and three regional airports. Infrastructure and mobility are in the reliable hands of the experts at Mobility and Public Works. This Policy Area of the Government of Flanders has well over 3,000 expert and dynamic members of staff who prepare the ground for new policies, administer and oversee the major investment projects and deliver cutting-edge technical support. We ensure smooth-paced hinterland connections and work day and night to advance intelligent multimodal mobility. Safety, climate and sustainable prosperity for the entire region are paramount in everything we do. The exchange of know-how and economic networking put Flanders’ seaports prominently on the world map. Technical expertise and scientific research in highway and hydraulic engineering underpin a wide number of international cooperation projects. Flanders applies its strengths on the widest possible front. -
Case Study of the Brussels Region
INTEGRATION AND REGULATORY STRUCTURES IN PUBLIC TRANSPORT CASE STUDY – BRUSSELS CAPITAL REGION Brussels, July 2003 1- GENERAL INFORMATION ON THE CASE STUDY A/ General statistics on the case study - Area size and population Total area : 5.000 km² Built-up area : 1.000 km² Surface of administrative Region: 162 km² Population : 2.337 million, divided between 0,964 million in Brussels Capital Region, 0,9 million in the suburbs, and 0,47 million in the outer ring of suburbs - Public transport supply and patronage (figures for 2002) Heavy rail Metro Tramway Local bus Suburban Bus Total VVM+TEC Trips (million) 401 96,6 57,6 50 38 +11 293,2 Passengers-km 800 531 317 275 480 +120 2523 (million) (estimation) Places-km (billion) 21002 3399 1923 2273 1890+ 630 12215 (no standee for railway, 7 standee/ m² for other) - Modal split In Brussels Capital Region: 25.1 % of motorised trips are made by public transport In the suburban areas: 5-10% B/ Actors involved in public transport - General information Belgium is a federal kingdom comprising 1 federal State, 3 Regions and 3 Communities, each having its own Parliament, elected by the citizens. Regions are- mainly -competent for transport –except railway-, public works, environment, land use and agriculture, communities are competent in education and culture, the State is – mainly- competent for army, international relationship, social policy, police, justice, health and railway. - Operators involved ! Société des Transports Intercommunaux de Bruxelles (STIB) STIB is Region-owned company that was created in 1953. It has a monopoly on all the “local” routes which were granted by the legislator between 1953 and 1989 (date of transition from state property to Region property) plus new routes inside administrative boundaries. -
Working Paper Document
Implementation of EU legislation on rail liberalisation in Belgium, France, Germany and The Netherlands Working Paper Document by Xavier Deville and Fabienne Verduyn March 2012 No 221 National Bank of Belgium Limited liability company RLP Brussels – Company’s number : 0203.201.340 Registered office : boulevard de Berlaimont 14 – BE -1000 Brussels www.nbb.be Editor Jan Smets Member of the Board of directors of the National Bank of Belgium © Illustrations : National Bank of Belgium Layout : NBB Microeconomic Analysis Cover : NBB AG – Prepress & Image Published in March 2012 ABSTRACT This study provides a detailed and easy-to read overview of the railway liberalisation in Belgium and the three neighbouring countries. The European Union's liberalisation Directives are often complex and are implemented in very specific ways in the different Member States. The analysis goes into some detail about the Commission's underlying motives and economic theories for letting network industries, which had previously been regarded as natural monopolies, convert into competitive enterprises with the separation of infrastructure from operations. The study takes a look at the impact of the European rail liberalisation Directives in Belgium and its neighbouring countries - France, Germany and the Netherlands. There are considerable variations in the way in which the Directives are applied. It is reflected in the way in which the separation of the infrastructure and the transport services within the railway companies was carried out, and in the degree of opening of the market in freight and passenger transport. The analysis shows that the dominance of the former monopolists in the different Member States means that private rail operators face major obstacles. -
2016 Benelux Report Freight Transport Importance and Added Value of Freight Transport in the Benelux 2
2016 BENELUX REPORT FREIGHT TRANSPORT IMPORTANCE AND ADDED VALUE OF FREIGHT TRANSPORT IN THE BENELUX 2 Publisher J.P.R.M. van Laarhoven General Secretariat of the Benelux Union Regentschapsstraat 39 • BE-1000 Brussels • [email protected] Coordination Team Market of the General Secretariat of the Benelux Union Layout Fuel. - Brussels - www.fueldesign.be Printer Profeeling, Beringen Date June 2016 This report is available in the following languages; English, French and Dutch. The report can be downloaded from the homepage of the General Secretariat of the Benelux Union www.benelux.int All rights reserved. 2016 BENELUX REPORT FREIGHT TRANSPORT 3 TABLE OF CONTENTS SUMMARY OF RESULTS 7 Chapter 4 ANALYSIS OF THE COMPETITIVE POSITION OF THE BENELUX 60 4.1 Score of Benelux countries in the Logistics Performance Index (LPI) 60 Chapter 1 INTRODUCTION AND DEFINITION OF THE SCOPE OF THE STUDY 10 4.2 Score of Benelux countries for competitive strength of infrastructure 64 1.1 Introduction: importance of freight transport for the Benelux 10 1.2 Purpose and delimitation of the study 12 Chapter 5 FORECASTS AND SUSTAINABILITY OF FREIGHT TRANSPORT 68 1.3 Approach of the study and overview of figures 12 5.1 Forecasts for freight transport in the Benelux by 2030 68 5.2 Greenhouse gas emissions from freight transport in the Benelux 76 Chapter 2 ANALYSIS OF THE IMPORTANCE OF FREIGHT TRANSPORT FOR THE BENELUX 17 Chapter 6 RECOMMENDATIONS FOR FREIGHT TRANSPORT IN THE BENELUX 80 2.1 Overview of the importance of freight transport for the Benelux 14 6.1 Conclusions