MusTT sustainability framework: SII and SIA methods and user guide
Contents
1. The first step needed in execution of the SII or SIA tools is to set clear system boundaries Based on the selected boundaries the business as usual BAU reference needs to be described as well This reference situation would have existed in case this new system is not offered Asa first approximation the system before the introduction of the new system can be taken Next this initial reference should be checked corrected for autonomous trends in the market that should be taken into account It is important to note that as the SII and SIA methods provide answers on the relative changes of a GP compared to its specific reference situation the methods cannot be used for cross comparisons of The set of parameters has been selected by the MusTT team in such a way that the set is expected to describe the relevant impacts of almost all tourist transportation systems Two remarks most be made Notall parameters have an equal weight The relatve contribution of each parameter will be determined in completely different ways in the MusTT SII and SIA methods Stakeholders have indicated that the nuclear energy impacts should have been included as well This suggestion has not been followed up mainly as result of methodological difficulties The risk of nuclear energy production including terrorist attacks and the problem of nuclear waste can not be modelled in the same way as the other parameters In case train transportati2. based on the likely role that this framework could play in terms of the multi annual actions described in the prior paragraph The list below shows these objectives and the way the MusTT team has tackled them Objectives The methodology should be based on a benchmarking study of leading relevant sustainability impact assessment methods reported available of under construction The method should include complete set parameters for describing the performances in all three domains of sustainability People Planet and Profit The methodology should be based on leading reference values and weight factors for the parameters The MusTT consortium should complete this set where reliable values are unavailable in literature The methodology should be easy to use and easy to understand The method will offer a contribution to raising stakeholder awareness of the importance and complexity of the subject of sustainable development A method is requested for describing and understanding the social environmental and economic domains of new tourist travel systems especially the Good Practice GPs cases collected in the MusTT study The method can deal with the fact that the implementation of GPs is work in progress MusTT approach A SIA benchmark study has been executed The results of this benchmark study have been reported see Annex A meeting was organised with experts of Eurostat to discuss the outline of the Mus
3. 100 If the project only is intended to act on half of all busses than the share ois 50 If a project aims at a mode shift from car to train using a communication program than the estimate of the share of the market actually shifting modes is the number sought for example 5 of tourists reacts to project giving 5 as the share In general communication projects will show only a very small respons some percenst of the total market at which the communication is aimed at new supply may catch much larger shares but never 100 technical or operational changes will generally be acting on the full market i e 100 17 Now the delta beta to insert in the table can be calculated as follows AB MSh 100 AB 100 ALOS Approach for estimating QUALITATIVE beta and GIF for aspects as indicated in Table 4 2 where general quantitative data is NOT given in a table Determine the characteristics main transport mode modes kind of tourism investments in infrastructure and their land use and impacts on biodiversity or nature et cetera of the main market that the project is targeting Set all GIF s at 1 for this aspect Give an estimated guess for the delta beta Af choose one from following values 0 33 66 or 100 of the impact of an aspect per pkm as it will work on the average tourist actually making use of the project and fill in the sign with 1 for a advantageous sustainable or green impact and 1 for a disadvantag
4. Thus SII plays an important role in creating awareness Unlike the SII method containing subjective elements the SIA method on the next elevator level has the advantage that it has a solid scientific base It will result in a more objective measuring stick still it has to be marked that the scientific references for the environmental domain are better established and broadly accepted by the scientific community than for the social and economic domains In situations where the case meets following set of criteria the execution of a sustainability impact assessment is suggested The case is well developed and the market situation is relatively stable Reliable data can be provided for all indicators of the SIA The GP and BAU cases have clear system boundaries After completion of the SH profile the elevator can go up to the next level when the criteria of the above list are all met 1 4 LEVEL 2 Sustainable Impact Assessment SIA aes In depth assessment of The MusTT SIA methodology offers a more objective and precise approach Parameters are treated quantitative as far as possible and the i method includes rebound effects due to volume changes Susana entons by A detailed manual for the execution of SIA calculations is described i oe in the next chapter ee Main steps in the SIA method are 1 Determine the reference system BAU business as usual against with the GP will be assessed 2 Quantify the changes for
5. all parameters resulting from the introduction of the GP A SIA The reference data used in the S Amethod are well documented In a number of cases scientife debate is still ongoing such as for the the 2 7 factor for CO2 emissions by airlines Assuming the practice project to be fully implemented and developed for today s system equilibrirum situation data form has been developed to assist in this task Enter all data of the data form in the SIA calculation sheet Produce SIA radar diagram Check this diagram explaining all scores Discuss and disseminate the findings Nn HW Alpha version The SIA method presented here can be considered as an operational icy coil ve can ore tecuinaemey complete and stable a tested not contain all of the features that are version of the tool including a simple user interface programmed in Planned for the final version Typically E L In today the MusTT tts h t te th software tools goes through two XCel In to ay S version the Ivius experts nave to execute tne stages of testing before they are actual calculations considered finished The first stage called alpha testing is often erformed only by users within the The method has to be further discussed and tested by the stakeholder palletes Beane the soitwate groups in the tourist and transportation sectors Improvements will The second stage called beta testing have to be made based on these discussions and
6. it In this way the direct transport and indirect tourism economical impacts are treated as these are important for the tourism industry The GIF values here are 1 for all cases The delta beta has to be determined in the qualitative way 0 33 66 and 100 An increase is judged advantageously Equity for economic benefits Sign for equity of economic benefits Sign Colour Increase of aspect green Decrease of aspect red Considering equity of economic benefits the total tourism sector affected by the project has to be assessed not only the transport part of it In this way the direct transport and indirect tourism economical impacts are treated as these are important for the tourism industry Inequality exists when for example most economic benefits flow to the countries of origin of the tourists leaving only small shares to the destinations The GIF values here are 1 for all cases The delta beta has to be determined in the qualitative way 0 33 66 and 100 A parameter here may be the amount of the total travel revenues go to the local communities involved at the destination and on the way to it References BTE 2004 Transport elasticities database Bureau of Transport Economics Source http dynamic dotrs gov au bte tedb index cfm on 03 06 2004 IWW INFRAS 2000 External costs of transport Accident environmental and congestion costs in Western Europe Ziirich Karlsruhe UIC Peeters P M P Peters et al 1996 Lan
7. land use and impacts on biodiversity or nature et cetera of the main market on which the project is directed at From the current BAU main transport mode mix determine the GIF factor as given in the table per aspect If the BAU transport mode mix is unknown choose the appropriate default value domestic if the project works on the domestic market only etc Determine the delta beta AZ change in of the impact of an aspect per pkm as it will work on the average tourist actually making use of the project and fill in the sign with 1 for an advantageous sustainable or green impact and 1 for a disadvantageous unsustainable red impact Estimate the share MSh of the market on which the project will actually be effective Is there a change of length of stay ALOS to be expected please if so express it in percentage of BAU LOS This means the delta beta for the case when one tourist actually is using the project i e anew mode of transport offered compared to his usual mode of transport or the change in distance for the new destination chosen compared to the usual one etc It also may mean the technical or operational efficiency gain in using the same mode but with new technology or operational procedures 7 Following example may help to determine this If a bus company increases the energy efficiency on its total fleet with 10 than the actual market the aspect energy consumption is acting on will be
8. of aspect red Decrease of aspect green The prices are based on out of pocket consumer prices for tickets or for petrol The car includes also the costs depending on the distance travelled like maintenance The prices have been based on Peeters Peters et al 1996 Price pkm 012 0 13 0 06 0 05 0 15 0 06 0 01 0 17 GIF 0 706 0 765 0 353 0 294 0 882 0 353 0 059 1 Price f pkm 0 22 0 28 0 1 0 08 0 25 0 1 0 05 0 2 Defaults International Domestic Overall Price pkm 0 094 0 112 0 104 GIF 0 553 0 659 0 612 Table 5 8 Global impact factors and beta for price based on Peeters Peters et al 1996 Remark original prices in 1996 guilders changed to 2 2 and figures revised downward for air Hints The effect of price must also be seen in relation to the quality The delta price is very important to determine the volume and rebound effect see section 4 2 Ifa mode shift is part of the project the delta beta may be calculated as follows AB toos Eres project 1 2 bau Comfort quality Sign for Comfort quality Sign Colour Increase of aspect green Decrease of aspect red The GIF values here are 1 for all cases The delta beta has to be determined in the qualitative way 0 33 66 and 100 Comfort and quality changes depend on transport mode and extras as defined by the project Travel time Sign for travel time Sign Colour Increase of aspect red Decrease of aspect green The travel t
9. price en travel speed using elasticities from Table 4 1 This gives the overall effect on travel volume based on current BAU volume so if all new volume of the project comes from another mode than the rebound volume parameter is zero if all volume growth is generated than the full growth will have AP ATT to be filled in The equation is AV 100 net iu ea in percentage In this equation AP is the change in average travel price per pkm in of the average BAU situation and ATT is the change in travel time per trip in Be aware that an increase in price or travel time is indicated by a positive value and a decrease by a negative one Price Reference Travel time Reference Road 0 46 BTE 2004 Table 1B01 0 9 BTE 2004 Table 9B08 Rail 0 9 BTE 2004 Table 2C02 0 7 BTE 2004 Table 6C02 Coach 0 5 BTE 2004 Table 2D12 0 5 BTE 2004 Table 3B18 Air 0 7 Pulles Baarse et al 2002 0 85 Fitted to Pulles from BTE pg 72 2004 Table 4D22 Table 4 1 elasticity values to be used for volume change calculation 4 3 Impact signs columns The signs of the impacts on the aspects are at the discretion of the expert This column should be filled in together with the delta beta column with only the relative direct impact of the project in mind with respect to the BAU situation Per aspect the sign and colour to be used at increase or decrease of the beta has been given in chapter 5 4 4 Beta s and GIF general To find the b
10. tests ee feet a limited nur bet After successful testing it is recommended to make a user friendly web based version of the SIA tool and stimulate the use of the tool by the stakeholders themselves 1 5 LEVEL 3 More advanced analyses by Third Level commercial tools inate Secund Level Sustainability impact At the 3 level more advanced analyses of the case and the Assessment fest T SIA alternatives need to be made Normally it is decided to zoom in Sustainability Inventory by a n z et Expert Judgement MusTT Sil for in depth analysis of one or more pillars of the sustainability framework E g this phase can include a comparison of alternative future business models of the case and sensitivity analysis Ground Level Checking the Case Commercial tools are offered for specific exercises such as tools for the execution of environmental life cycle assessment and life cycle costing assessment Execution of these calculations asks for specialists with good experience with the use of these tools Moreover the calculations are often costly and consuming a lot of time Availability of reliable datasets including data of all steps of the production chain is essential sine qua non gt For state of the art commercial software please check the sites of the LCA software market leaders GABI 4 offers the most complete tool GaBi 4 assists you with Greenhouse Gas Accounting Life Cycle Assessment Life C
11. MusTT sustainability framework SII and SIA methods and user guide Final deliverable 4 for the DG ENTR MusTT project NHTV Centre for Sustainable Tourism and Transport PricewaterhouseCoopers Final version Breda 28 10 2004 Paul Peeters Cees van Halen This report is the final report by NHTV CSTT and PwC for the DG ENTR project 03 27 MuSST Table of contents Table of Contents cccscsesssssessrersrsesesesesssssereescsesesesesesssssessesesesessseseseeseses 2 Management Summary cccscccsscesscscsecssssesssesessssersccsesscsesserseseessscersseeess 3 1 Background and scoping of the work and general gal 1 2 1 3 1 4 1 5 1 6 2 1 2 2 4 1 4 2 4 3 4 4 Sal 5 2 5 3 introduction of the MusTT sustainability framework 4 Sustainability Framework Escalator Model ecceeee 6 Ground level checking the Case cccecccscessseesteeseeeeseesneeeaes 6 LEVEL 1 Expert judgement SID 0 cc ceccecesseeeteeeneeeees 7 LEVEL 2 Sustainable Impact Assessment SIA 7 LEVEL 3 More advanced analyses by commercial tools 8 Sustainability Framework Building blocks cece 9 Technical Introduction to the SII and SIA methodology 11 DL ceicsvsts catch hunch E EA E E ted 11 STA sig de E Nadine totesuededanacgeceesebe ens 11 The SIA method cccecsssssssssseseserssssseseresesesessssesseverereress 12 User CULE sesicc
12. TT SIA method including design definition and availability of data For each domain a selection has been made of relevant parameters for tourist transportation systems For the environmental domain most values could be extracted from literature although some correction factors and estimates were included For the social and economic domain literature offered much less support indicating the pioneering work of MusTT In a number of situations values were entered based on the findings in the other tasks of the MusTT study or expert judgement It was decided to include some parameters only semi quantitative as result of a lack of reliable data Special attention has be paid to realisation of a data input mechanism and visualisation tool including the development of SII and SIA radar screens and the development of a SIA data capture questionnaire that was sent to selected GPs It was decided that the method should work from the perspective of a specific GP business case making a direct comparison of a new transportation system that is introduced against a business as usual BAU reference situation Cross comparisons of SII or SIA profiles of BPs are not possible Specific choices are needed to cover the factor time as the process of implementation of a GP can be in an early or more advanced stage of development 1 1 Sustainability Framework Escalator Model Figure 1 1 Sustainability Framework Eleva
13. art of the project the delta beta is calculated as follows AB 100 EE 1 bau Land use Sign for land use Sign Colour Increase of aspect red Decrease of aspect green The table gives the average land use for the transport modes as currently used The land use is the actual direct land use for infrastructure not only road and rail but also including slopes stations ports airports parking places etc Indirect land use like for safety or noise zones is not incorporated The table may be used as a guide for the BAU situation 19 Mode IC EC HST Air SH Air LH Car Coach Slow Modes Sea Landuse km2 bil pkm 2 3 3 1 5 3 5 1 5 0 2 0 5 GIF 0 571 0 857 0 857 0 429 1 0 429 0 057 0 143 Defaults International Domestic Overall Landuse km2 bil pkm 2 8 2 9 2 9 GIF 0 8 0 829 0 829 Table 5 2 Global impact factors and beta for land use based on MusTT Deliverable 1 Hints Ifa mode shift is part of the project the delta beta may be calculated as follows AB 1004 Ben project 1 bau The projects impact may be found by first determining the current land use by multiplying the total volume of transport in the BAU situation with he appropriate land use factor from the table Next the land use of the investments required from the project is divided by the total and multiplied with 100 to end up with a percentage Habitat fragmentation Sign for fragmentation Sign Colour Increase of aspect red Decrease of as
14. ative aspects The quantitative aspects are treated fully with the above given forms as a base They are further supplied with background general data the qualitative have not such data added In the quantitative aspect it is possible to make a quantitative estimate of the change in the relative impact delta beta The betas of qualitative aspects are filled in at the judgement of the expert Most good practices will suffer to the rebound effect normally caused by volume effects that inadvertently reverse part of the intended positive impacts on sustainability This rebound effect is estimated for all aspects by calculating the direct volume change from price and travel speed changes Reference is the business as usual BAU situation the situation without or before the project has been implemented Assessment is therefore based on delta beta and delta volume Delta beta means how the performance per aspect changes per unit of product as transport is the focus here this will normally be per passenger kilometre Delta volume will be expressed in terms of the total volume of transport in pkm s will be affected In the next chapter we will give a user guide in which the elements of the spreadsheet are explained 12 4 User guide 4 1 Spreadsheet calculation Per good practice the expert has to fill three columns and one general figure on general change in transport volume to give an idea of the rebound effect direction of the change
15. ative way 0 33 66 and 100 Experience emotions and fun changes depend on transport mode and more even on extras as defined by the project Equity nuisance Sign for equity of nuisance Sign Colour Increase of aspect green Decrease of aspect red The GIF values here are 1 for all cases The delta beta has to be determined in the qualitative way 0 33 66 and 100 The values may be determined by considering how much of the nuisance is cause to people who are not directly or indirectly benefiting from the travel the travel itself the revenues generated jobs created etc Impacts cultural heritage Sign for disturbance of cultural heritage Sign Colour Increase of aspect red Decrease of aspect green 26 The GIF values here are 1 for all cases The delta beta has to be determined in the qualitative way 0 33 66 and 100 The values may be determined by considering how much of the nuisance is caused in specific heritage areas Accessibility for elder disabled people Sign for accessibility Sign Colour Increase of aspect green Decrease of aspect red The GIF values here are for all cases The delta beta has to be determined in the qualitative way 0 33 66 and 100 The values may be determined by considering how the accessibility of the transport for elderly and disabled people changes in general personal cars are not very accessible driving is often impossible so the people will be dependi
16. bitats 1 Remaining non recyclable waste 1 Non renewable energy resources consumption Profitability 0 1 Noise hindrance Annual turnover 1 1 Smog and soot hindrance Accessibility for elderly disabled people 0 Price 0 Effects on cultural _ 0 Comfort quality heritage 0 0 Total travelling time 1 Creation of jobs 0 Safety Balance and distribution _ of hindrance 1 Experience of trip emotion fun 2 30 Robinson 33 Balance in 75 CO2 equivalent pkm distribution of economic m 0 Land use benefits 0 Fragmentation and disturbance of fragile habitats 0 Remaining non recyclable waste 1 Non renewable energy resources consumption 33 Growth 0 Profitability 1 Noise hindrance 1 Annual turnover 0 Smog and soot hindrance 0 Accessibility for elderly disabled people be 0 Effects on cultural 33 Comfort quality heritage i R i 0 Total travelling time 33 Balance and L i distribution of hindrance 1 Creation of jobs 0 Safety 0 Experience of _ trip emotion fun COOL Flying 33 Balance in distribution of economic benefits 0 CO2 equivalent pkm 1 Land use 0 Fragmentation and disturbance of fragile habitats 33 Growth 0 Remaining non recyclable waste sahii 2 Non renewable 0 Profitabil
17. ce the impact is estimated at an elasticity of 0 3 Most adverse impacts of transport are related positively with volume volume increase means increase of the impact and therefore a negative red score However for creation of jobs and annual turnover this relation is the other way round more jobs is green not red therefore the volume effect has been reversed Last step within the spreadsheet is to standardise the above scores to colour codes This is done linearly values between 0 and 3 will have to be attained so 0 25 0 25 50 1 50 75 2 and gt 75 3 in the qualitative case making a score of 0 to be 0 33 to be light 66 to be medium and 100 to be high As most quantitative aspects of projects will be at the small effect range it has been done with more resolution at the lower end of the scale Colour intensity Quantitative aspects Qualitative aspects white 0 0 5 0 20 light 0 5 5 20 50 medium 5 20 50 80 dark gt 20 gt 80 Weighing Finally the aspects are weighted and summed to the three dimensions economy ecology and social This is done with a standardised weight set for all projects per dimension Ecology The generalised weight factors have been based on the total external cost per mode for tourism OD transport data as given in MusTT Deliverable 1 based on IWW INFRAS 2000 These give values for all aspects except material intensity and fossil energy consumption see Figure 4 1 14 External costs EU
18. csssccasscsctsensesasnsacssceasosensseesasueseseasovoneseseasussuseocontee 13 Spreadsheet calculation cccccescecseesseeseeenseeeteeeseeeneeenes 13 Expert assessment Steps scenen iti i 16 Impact signs columns sesseeseeseeseessessesesssesessrereeseessessese 16 Beta s and GIF general es ssesesseeesessesesssesressresesseessessese 16 Beta s and GIF data cccssssssssssssssssssssesesesesesssvsvsveverererees 19 ECOL Ypie a Matick as Sete eo 19 Beta aind IFS SOCialisss sys enner a ste o 24 Beta s and GIF CCONOMY cceeceesecesecseeeeteeeteeeseeeneeeeneee 27 Management Summary The MusTT project has developed an impact inventory and assessment methodology to analyse the sustainability profile of tourist transport systems Why There is a clear need to increase our understanding of the impacts that a tourist transport system has in all dimensions of sustainability Transport is a crucial link in the tourism chain and acts as enabler for the fulfilment of the personal needs of tourist the creation of jobs and the economic prosperity of tourist regions By definition tourism is impossible without transportation Even today transport of tourists to from at the destination comprises the major part of the total impact of tourism on a variation of environmental effects Specifically effects like climate change air quality and noise pollution are largely caused by transport of tourists There is an urgent nee
19. d to understand these impacts in a holistic way This is specially the case as strong future volume growth of the tourist sector is expected and the prevalence for tourist transportation modes is changing If we fail to improve today s systems negative impacts of tourism are likely to increase enormously as result of these trends Understanding the full impacts of transport in the perspective of tourist systems is an essential first step towards awareness and readiness for action to improve the sustainability performance by the stakeholders in the tourist industry As a contribution to learning to understand sustainability of tourism transport the MusTT project has developed a coherent sustainability framework consisting of A coherent set of parameters for expressing the sustainability profile of a tourist transport system A Sustainability Impact Inventory MusTT SII method for systematic collection of expert judgement s A Sustainability Impact Assessment MusTT SIA method for objective and semi quantitative analysis of the performance of the tourist transport system A visualisation tool radar screen for easy to understand communication of the SI and SIA analysis results We offer this framework to the stakeholders and we have demonstrated its applicability in the various parts of the MusTT study The SII method has been applied by the MusTT team to analyse the set of collected Good Practices GPs A Sustainable Impact Inven
20. ect the delta beta is calculated as follows AB 1004 Bene project 1 bau Noise Sign for noise Sign Colour Increase of aspect red Decrease of aspect green With noise we mean noise nuisance The table gives the external cost per pkm for noise Some hints for calculating betas Hints Noise nuisance from a road will change logarithmically with volume changes on the infrastructure Only when the volume is more than halved there may be some reduction of noise nuisance i e of the beta Therefore in most cases volume changes will be too small to be perceptible and thus the delta beta will be zero Using other modes shifting from night to daytime operation and adding noise abating measures to infrastructure are all more or less linearly reducing noise nuisance Significant reduction of speeds on roads for example from 120 to 90 or from 80 to 50 or from 50 to 30 km hr may have a relatively strong influence on noise nuisance 10 30 less nuisance The impact on health of noise is correlated to the amount of people living around the source of the noise emissions the road or rail line or the airport Ifa mode shift is part of the project the delta beta may be calculated as follows P project AB 100 1 ge bau 22 Mode IC EC HST Air SH Air LH Car Coach Slow Modes Sea External cost noise 4 68 3 12 7 2 1 8 5 7 0 325 0 0 1 pkm GIF 0 65 0 433 1 0 25 0 792 0 045 0 0 014 Defaults In
21. eous unsustainable red impact Estimate the share MSh of the market on which the project will actually be effective Is there a change of length of stay ALOS to be expected If so express it in of LOS in the BAU situation without the project active Now the delta beta to insert in the table can be calculated as follows AB MSh 100 AB 100 ALOS 18 5 Beta s and GIF data 5 1 Ecology CO gt 2 e emissions Sign for CO e emissions Sign Colour Increase of aspect red Decrease of aspect green CO e emissions are the greenhouse gas emissions expressed in carbon dioxide equivalents Average emissions factors may be found in Table 5 1 If the actual CO emissions of the current situation BAU are known the CO e emission factor may be found by multiplying the number with 1 05 for all modes except aircraft where this factor should be 2 7 indeed much higher according to the IPCC Penner Lister et al 1999 Mode IC EC HST Aijir SH Air LH Car Coach Slow Modes Sea CO2 e g pkm 28 4 35 354 299 140 23 1 1 69 3 GIF 0 08 0 099 1 0 845 0 395 0 065 0 003 0 196 Defaults International Domestic Overall CO2 e g pkm 224 6 130 184 GIF 0 634 0 367 0 52 Table 5 1 Global impact factors and beta for GHG emissions CO2 e source del_1 Hints If the emission of CO or CO2 is unknown the average fuel use may be taken as a proxy if the kind of fuel is not changed Ifa mode shift is p
22. etas and GIF factors a distinct approach will be followed to quantitative aspects with respect to qualitative ones Based on TRACE project and fuel price of average 0 094 vehiclekm So to find the impact of other cost increases use this average to find the equivalent fuel cost increase in and than apply the elasticty 16 Dimension Aspect Quantitative Qualitative Ecology CO 2 e emissions Land use Habitat Fragmentation Material Intensity Fossil Energy Consumption Noise Air Quality Social Price Quality Comfort X Travel Time Jobs Safety Trip Experience Fun Equity of Nuisance Cultural Heritage Accessibility Elderly Disabled Economy Turnover Profitability Growth Economic Equity X KK KK KK X x lt x lt x lt X XK XK K XK XK X X Table 4 2 Quantitative and qualitative aspects overview Approach for estimating QUANTITATIVE beta and GIF for aspects as indicated in Table 4 2 where general quantitative data is available in the data table that is given per aspect in chapter 4 4 generally start to copy the word table file SIA_model_input_0 doc into SIA_ project code_input doc and than fill in this table including comments on the sources for data according to the following steps normally in the order as given below Determine the characteristics technological changes to the vehicles or infrastructure with impacts on the betas main transport mode modes mix kind of tourism investments in infrastructure and their
23. fety trip emotion fun Effects on cultural 0 Comfort quality heritage 0 0 Total travelling time L2 Creation of jobs 0 Safety Balance and distribution _ of hindrance 0 Experience of trip emotion fun 2 31
24. fun There are numbers positioned in front of the parameter names In today s methodologies following choices are made o Inthe SII method we include the relevance scores of the parameters o Inthe SIA method we include the impact scores of the parameters The inner ring gives the cumulative impact scores for the three domains people planet and profit by colour o Inthe SII method the relevance factors are used as linear weight factors for this accumulation o In SIA method we the calculation of the cumulated scores for the three domains is more advanced Weight factor tables applied are included in the SIA user guide chapter The calculated sustainability radars should be used with great care We would strongly encourage restricting the use the MusTT sustainability framework for learning and understanding of a GP Lobby activities based on these radars should be avoided as there is a story behind each radar that is easily forgotten in a policy context 10 2 Technical Introduction to the SII and SIA methodology As explained in the previous chapter the aspects and dimensions used are the same for both SII Sustainability Impact Inventory and SIA The way they are treated is quite different For the SII the expert defines a reference situation and estimates by his own expertise in what direction and to what extend the good aspect will change the aspect and if this is certainly or probably un sustainable or neutra
25. ge of ideas expressing needs and sharing good practices to bridge groups of stakeholders that until today act in relative isolation from each other To contribute to these objectives it is important that a common language and methodology is available for communicating and analysing sustainability issues For this a dedicated sustainability framework for tourism transport as been developed by the MusTT team This work has been preceded by making an inventory and an analysis of existing more generic leading sustainability frameworks and by discussions with Eurostat The MusTT sustainability framework includes an easy to understand visualisation tool sustainability radar that will be helpful for the stakeholders to understand the positive and negative impacts of their acting and even more important to learn where improvements could be effective Scope MusTT a preparatory phase of a larger action envisaged by the European Commission We stress the fact that the MusTT sustainability framework presented in this report should be seen as a contribution to this process and not as the final outcome The framework is designed to assist in comparing the impacts of a new transportation solution that has been introduced against the impacts of a business as usual BAU reference situation Setting objectives and translation into a practical approach In our work the MusTT team started by setting clear objectives for the sustainability framework
26. gzaam maar zeker Een onderzoek naar de meerwaarde van trage vervoersysteen Hoofddrapport Den Haag Projectbureau IVVS Penner J E D H Lister et al Eds 1999 Aviation and the global atmosphere a special report of IPCC working groups I and III Cambridge Cambridge University Press Pulles J W G Baarse et al 2002 AERO main report Aviation emissions and evaluation of reduction options Den Haag Ministerie van V amp W 28 Appendix Example valuation of Robinson Travel good practice 29 Three examples SII and SIA methods Werfenweng 100 Balance in distribution of economic benefits 33 Growth 0 Profitability 7 CO2 equivalent pkm m 30 Land use 40 Fragmentation and disturbance of fragile habitats 15 Remaining non recyclable waste 23 Non renewable energy resources consumption 5 Noise hindrance 33 Annual turnover 44 Smog and soot hindrance 0 Accessibility for elderly disabled people 33 Effects on cultural _ heritage 33 Balance and distribution of hindrance 0 Price 100 Comfort quality 1 Total travelling time oy Creation of jobs 40 Safety 33 Experience of trip emotion fun 2 c02 Balance in distribution equivalent pkm of economic benefits 1 Land use 1 1 Fragmentation and disturbance of fragile Growth 1 ha
27. imes are based on in vehicle time plus vehicle changing time plus check in and checkout 24 times Transfer times are not included The travel times have been based on average cruising speeds as given by Peeters Peters et al 1996 Mode IC EC HST Air SH Air LH Car Coach Slow Modes Sea Time min 100 km 66 67 31 58 16 67 9 38 75 92 31 500 153 85 GIF 0 433 0 205 0 108 0 061 0 487 0 6 1 1 Defaults International Domestic Overall Time min 100 km 43 135 56 685 50 191 GIF 0 28 0 368 0 326 Table 5 9 Global impact factors and beta for travel time price based on Peeters Peters et al 1996 Jobs Sign for jobs Sign Colour Increase of aspect green Decrease of aspect red The impact on number of jobs to produce the transport is treated qualitatively As a guideline the following order of number of jobs per billion pkm has been set up as a guide to assess the impacts of a mode shift Volume changes are already automatically processed by the SIA spreadsheet The ranking of labour per billion pkm is as follows highest number of jobs first Sea Highest number of jobs pkm IC EC Coach HST Air EU Car Air ICA Lowest number of jobs pkm The GIF values here are 1 for all cases The delta beta has to be determined in the qualitative way 0 33 66 and 100 Comfort and quality changes depend on transport mode and extras as defined by the project Safety Sign for safety cost unsafety Sign Colour Increase of aspect
28. ing of the impact plus 100 For some aspects the volume will have no influence In the spreadsheet this is realised by multiplying the AV with a volume factor F of zero no impact of volume changes and 1 full impact of volume changes In some cases the impact will be less than one to one In those cases a lower value than 1 0 has been chosen The following table gives these factors Group Aspect Volume impact Ecology CQ e emissions 1 Land use 0 1 Habitat Fragmentation 0 3 Material Intensity Fossil Energy Consumption Noise Air Quality Social Price Quality Comfort Travel Time Jobs Safety Bloc oRR HH 13 Trip Experience Fun Equity of Nuisance Cultural Heritage Accessibility Elderly Disabled Economy Turnover Profitability Growth Economic Equity tocco coo The different signs for jobs and turnover are necessary because the impact of a volume decrease will be unfavourable less jobs and less turnover where all other volume impacts will be favourable fewer emissions safer situations et cetera Further it is assumed that volume growth will lead to higher labour productivity so not all volume increase will be translated to extra jobs estimated is in case of a 10 output volume increase the number of jobs will increase by 5 For land use a 10 volume effect will normally not result in 10 extra land use due to extensive scale effects An elasticity of 0 1 is presumed For fragmentation and disturban
29. ity energy resources consumption Economy Ecology 1 Noise hindrance 4 Annual turnover i Social 0 Smog and soot Annual turnover 1 _ 4 C02 Balance in distribution equivalent pkm of ae benefits 1 Land use 2 Fragmentation and disturbance of fragile habitats Growth 1 0 Remaining non recyclable waste 0 Non renewable Profitability 0 energy resources consumption 0 Noise hindrance Annual turnover 1 0 Smog and soot hindrance Accessibility for elderly disabled people 2 Price 0 Effects on cultural 0 Comfort quality heritage 0 0 Total travelling time Balance and distribution 2 Creation of jobs of hindrance 0 0 Safety Experience of J trip emotion fun 2 4 C02 Balance in distribution equivalent pkm P 4 of et benefits 1 Land use 2 Fragmentation and disturbance of fragile habitats Growth 1 0 Remaining non recyclable waste 0 Non renewable Profitability 0 energy resources consumption 0 Noise hindrance 0 Smog and soot hindrance hindrance 0 Accessibility for 7 Accessibility for i elderly disabled people 0 Price elderly disabled people 2 Price 0 0 Effects on cultural _ 33 Comfort quality heritage 0 Total travelling time 33 Balance and distribution of hindrance 2 Creation of jobs 0 Experience of 0 Sa
30. l By definition this method is qualitative and the result may depend to a rather high extend on the expertise of the expert The advantage is its ease of use and the short time to get results 2 1 SIl In the SII expert judgement is being collected in a systematic six step procedure preferably by a group of experts with different backgrounds 1 Determine the reference system BAU business as usual against with the GP will be assessed 2 From the complete set of parameters of the MusTT sustainability framework a decision is made which of the indicators is relevant for description of the impacts that the case might have 3 Within this resulting subset the experts are asked to give relevance factor scores and relative impact scores Experts are asked to include a brief explanation when needed 4 The individual scoring results of the experts are entered into SII radars diagram 5 Differences in the radars are discussed and the group of experts is asked to come to a group decision taking into account all arguments that are discussed 6 The final SIl radar is produced and discussed The SII can serve as a mirror to the GP actors They can learn how their GP is perceived by independent expects Thus SII plays an important role in creating awareness as the execution of this expert judgement will learn more about the specific perceived strengths and weaknesses of a GP Based on SII profile further action could be planned E g it c
31. ng on others small and specialised busses most accessible public transport and rail only if attention has been paid to it air transport ditto 5 3 Beta s and GIF economy Turnover Sign for turnover Sign Colour Increase of aspect green Decrease of aspect red With turnover the turnover of the total tourism sector affected by the project is meant not only the transport part of it In this way the direct transport and indirect tourism economical impacts are treated as these are important for the industry The GIF values here are 1 0 for all cases The delta beta has to be determined in the qualitative way 0 33 66 and 100 An increase is judged advantageously Profitability Sign for profitability Sign Colour Increase of aspect green Decrease of aspect red With profitability the profitability of the total tourism sector affected by the project is meant not only the transport part of it In this way the direct transport and indirect tourism economical impacts are treated as these are important for the tourism industry The GIF values here are 1 0 for all cases The delta beta has to be determined in the qualitative way 0 33 66 and 100 An increase is judged advantageously Growth potential Sign for growth potential Sign Colour Increase of aspect green Decrease of aspect red 27 With growth the growth of the total tourism sector affected by the project is meant not only the transport part of
32. on plays an important role in the GP or BAU reference transportation system it should be understood that the MusTT methods presented in this document should be completed with a nuclear indicator Still this is not felt as a major omission in the MusTT methods the individual cases as both system boundaries and reference systems do not match The sustainability radar diagram The radar diagram is developed as a means to understand the multi dimensional character of sustainability a tested graphical tool offering easy and complete transfer of information The figure on the right side shows an example of a radar diagram The outer ring describes the impact scores of all parameters by colour the colour scheme is described in the user guide chapter The parameter names of all segments are included in the outer circle legend 100 Balance in distribution of economic benefits 7 CO2 equivalent pkm 30 Land use 40 Fragmentation and disturbance of fragile habitats 15 Remaining non recyclable waste 23 Non renewable energy resources consumption 5 Noise hindrance 33 Annual turnover 44 Smog and soot hindrance 0 Accessibility for __ elderly disabled people 33 Effects on cultural _ heritage 33 Balance and distribution of hindrance 100 Comfort quality 1 Total travelling time 0 Creation of jobs 33 Experience of 40 Safety trip emotion
33. organised for all stakeholder groups in the tourist transport industry in which good practices are presented and discussed At these workshops the use of the MusTT sustainability framework in specific cases can be demonstrated and stakeholders can be trained to make use of the sustainability tools offered by MusTT 1 Background and scoping of the work and general introduction of the MusTT sustainability framework Background The domain of tourism transportation systems and sustainability is still a rather unexplored area Although there are many niche player offering eco tourism packages including efficient transportation solutions the main stakeholders are still in a learning phase Development and implementation of sustainability strategies is no common practice yet The struggle for survival and the heavy price competition put a lot of pressure on the transportation companies As result a short term horizon and dominance of the economic domain over the environmental and social domain results The MusTT study could offer the handles to empower the stakeholders to improve this situation Objectives of the MusTT study include to increase general awareness of the importance of sustainability for the broad group of stakeholders involved to create a sense of urgency that design of sustainable development strategies roadmaps by the sectors involved is needed to create a window of opportunity for new initiatives e g by learning exchan
34. ould be decided to To modify the offer to minimize the negative scores of the SI to focus marketing efforts on the positive scores or to start a dialogue or communication programme explaining the richness of the GP in in case stakeholder feel that expert s views are based on fundamental misperception 2 2 SIA In the next phases of the Multi stakeholder project subsequent to the first phase covered by MusTT more time may be invested into the calculation of SIA profiles The SIA methodology offered by MusTT is developed in a way to make it more objective and more precise Therefore half of the aspects are made quantitative and the remaining qualitative ones are treated quantitative in the method the method includes not only direct impacts but also rebound due to volume changes In addition a set of data is given for every aspect to help the expert to make objective judgements as far as feasible The SIA deliverable contains the description and a user guide for experts to the SIA Sustainability Impact Analysis for the MusTT project The method consists of a SIA data form for the stakeholder and a summarizing SIA Word Input Table for the expert a SIA Spreadsheet MS Excel and this user guide including background information The general way to assess a tourism transport good practice is to fill in the SIA Word Input Table with figures and comments to put the gathered data into the SIA Spreadsheet The produced
35. pect ia green Fragmentation is about the physical obstacle effect of infrastructure to both people and animals The effect on people may be nuisance and even less mobility for specific groups for animals the fragmentation may cause reduced genetic diversity and even extinction of species in the fragmented nature reserves Also included in this aspect is the effect of nuisance light noise vibrations on biodiversity Use the table and estimates for investments in infrastructure or strong changes gt doubling or halving of traffic volumes on parts of existing infrastructure to determine the delta beta s here all with respect to the total land use as determined in the land use section Hint Ifa mode shift is part of the project the delta beta may be calculated as follows AB toos Ernte project 1 bau 20 Mode IC EC HST Air SH Air LH Car Coach Slow Modes Sea External cost 0 6 0 2 2 55 0 85 2 5 0 8 0 1 0 2 fragmentation pkm GIF 0 235 0 078 1 0 333 0 98 0 314 0 039 0 078 Defaults International Domestic Overall External cost fragmentation pkm 1 9 1 7 1 6 GIF 0 745 0 667 0 627 Table 5 3 Global impact factors and beta of land fragmentation and nature based on IWW INFRAS 2000 Material Intensity Sign for material intensity Sign Colour Increase of aspect red Decrease of aspect green With material intensity we mean material use for the life cycle of vehicle used Another aspect of was
36. plementation path The case has unclear geographical scoping Information about the case is of insufficient quality If one of more of the above situations applies to a specific case one should be extremely careful in making statements on the actual impacts of the case The methods presented at the next levels of the elevator model are not valid for making any statement on these cases A tailored approach is suggested Whether these cases contribute d substantially to making progress towards sustainability should be checked in close consultation with the stakeholders involved opinion finding process If none of these situations is the case the elevator can go up to level 1 1 3 LEVEL 1 Expert judgement Sustainability Inventory aah Assessment SII ae the case i Sustainability impact Assessment MusTT SIA At this level an expert judgement is being collected in a systematic six step procedure preferably by a group of experts with different o backgrounds ere 1 Determine the reference system a Check which parameters are relevant in this case Describe the positive or negative impacts for the relevant parameters Each expert makes his her SII radar diagram The group of experts discusses the radar diagrams produces to reach consensus The final SIl radar is produced and discussed Oy ON Pes The SII can serve as a mirror to the GP actors They can learn how their GP is perceived by independent expects
37. plus for tourism OD transport Accidents Nature landscape 7 Climate change Air pollution Noise 0 10 20 30 40 50 60 70 External costs billion Euro Figure 4 1 external costs for intra EU plus tourism transport source IWW INFRAS 2000 and MusTT model The last one has been estimated to be a small part 10 of climate change The material intensity has been set at 5 points taking this proportionally from the other aspects Further land use has been estimated at 5 points taking this from climate change Aspect for ecology Weight factor CO gt e emissions 56 Land use 5 Habitat Fragmentation Material Intensity Fossil Energy Consumption Noise Air Quality oO Nuvu a Social The weight factors of the social dimension have been based on the assumption that external impacts with a difference between persons who get the benefit and the loss have been weighted for half of the total of 100 points The other impacts are internal directly related to the traveller and get the other 50 pints together Of the external impacts specifically safety is quantifiable and has almost half as the external cost for climate change minus land use and fossil energy use Therefore 25 points go to safety creation of jobs is an important social impact of tourism and has been favoured 15 pints while the remaining 10 for external social impacts are divided evenly o
38. radar diagram can be included in the analysis description of the good practice 11 3 The SIA method The general basis for the SIA is the following equation da B f V The impact I of aspect n is the multiplication of the specific impact per unit volume of aspect n and the total volume V of the good practice under consideration However the method is in essence relative this means we are looking for the changes of the good practice with respect to the situation without this good practice the business as usual or BAU situation Actually the method requires not the final impact but the change in percentage of BAU of the impact This changes the form into I B B V In this equation means the absolute change of the variable By dividing all parameters by their BAU values we get the following 14 a 1 2 12 n n This form can be mathematically solved for the fraction of change of impact by replacing n by A7 et cetera resulting into Al AB AV AB AV For most aspects a change in volume will result in a change in impact This is not always true for example the consumer price for transport is already a relative parameter pkm in itself and therefore is not directly impacted by volume changes Within the SIA method the 20 aspects are divided over the three dimensions of sustainability ecology social and economy Two kinds of aspects are available quantitative and qualit
39. red Decrease of aspect T green Safety can be assessed quantitatively using the table which gives numbers based on external costs Mode IC EC HST Air SH Air LH Car Coach Slow Modes Sea External cost safety 0 9 0 9 0 6 0 6 35 7 3 1 0 0 1 pkm GIF 0 025 0 025 0 017 0 017 1 0 087 0 0 003 25 Defaults International Domestic Overall External cost safety pkm 9 967 14 331 12 24 GIF 0 279 0 401 0 343 Table 5 10 Global impact factors and beta for safety costs CO e source IWWAINFRAS 2000 For slow modes the assumption has been that almost no accidents with casualties or serious injuries are caused by these slow modes contrary to motorised transport modes For sea an estimate has been made Hints When considering safety the most important factor is first considering the safety of those who are not travelling For example how many accident casualties are not passengers or occupants of the crashing vehicle Specifically this means slow modes have zero safety costs while cars have higher costs than only caused by casualties among car drivers and passengers about double outside the car Ifa mode shift is part of the project the delta beta may be calculated as follows AB toos Ernte project 1 bau Experience emotion fun Sign for experience emotion fun Sign Colour Increase of aspect green Decrease of aspect The GIF values here are 1 for all cases The delta beta has to be determined in the qualit
40. te may be the waste developing during the use of the vehicle but this is not the issue here as the vehicle effect seems to be much more dominant in most cases Hint Ifa mode shift is part of the project the delta beta may be calculated as follows AB 1004 Brae project 1 bau Mode IC EC HST Air SH _ Air LH Car Coach Slow Modes Sea Material intensity 0 007 0 003 0 0076 0 0021 0 196 0 00325 0 05 0 3 gram pkm GIF 0 023 0 01 0 025 0 007 _0 653 0 011 0 167 1 Defaults International Domestic Overall Material intensity gram pkm 0 079 0 115 0 098 GIF 0 263 0 383 03 27 Table 5 4 Global impact factors and beta for waste actual for vehicle material weight per pkm calculated as life cycle based on Peeters Peters et al 1996 Fossil energy consumption Sign for energy consumption Sign Colour Increase of aspect red Decrease of aspect T green Carbon dioxide emissions have been taken as a proxy for fossil fuel use and its depletion These two are interchangeable 21 Mode IC EC HST Air SH Air LH Car Coach Slow Modes Sea Energy cons proxy 27 33 154 111 133 22 1 66 gram CO2 pkm GIF 0 175 0 214 1 0 721 0 864 0 143 0 006 0 429 Defaults International Domestic Overall Energy cons proxy gram CO2 pkm 115 5 115 3 115 7 GIF 0 75 0 749 0 751 Table 5 5 Global impact factors and beta for depletion of fossil energy sources CO as a proxy source MusTT Deliverable 1 Hints Ifa mode shift is part of the proj
41. ternational Domestic Overall External cost noise pkm 4 181 1 42 1 477 GIF 0 581 0 197 0 205 Table 5 6 Global impact factors and beta for noise source IWW INFRAS 2000 Air Quality Sign for air quality Sign Colour Increase of aspect red Decrease of aspect green The external costs of air quality have been used as a proxy for the effects Air quality is connected to a large set of different emissions to the air Hints As soot is an important factor to air quality and is almost entirely connected to the use of diesel engines a shift from diesel to petrol gas electric will probably result in delta betas of up to 80 Modern soot filters may reduce average emissions with 90 The impact on health is correlated to the amount of people living around the source of the emissions the road or rail line the port or airport Ifa mode shift is part of the project the delta beta may be calculated as follows A p r00 eam P bau Mode IC EC HST Air SH Air LH Car Coach Slow Modes Sea PM emissions 0 013 0 018 0 00135 0 00103 0 0225 0 0103 0 0 001 g pkm GIF 0 578 0 8 0 06 _ 0 046 1 0 458 0 0 044 Defaults International Domestic Overall PM emissions g pkm 0 00997 0 01913 0 01398 GIF 0 443 0 85 0 621 Table 5 7 Global impact factors and beta for health where PM emissions have been used as a proxy source MusTT model 23 5 2 Beta s and GIF social Price Sign for Price Sign Colour Increase
42. to green or red per the aspect delta beta change per pkm or an expert judgement on a scale of 0 5 per aspect global impact factor GIF per aspect to assess the weigh the BAU sustainability the less sustainable BAU is the higher this factor The following variable is used to standardise for every project between 0 and 100 The maximum score per aspect for both green and red These are used to make up the dimension index assuming the lowest scores for all aspects to be zero there are always practices with zero change on one or more aspects Of course these maximum red and maximum green can only be found after the whole set of good practises has been assessed but it is possible to start with some default value The maximum will be taken for project with the maximum score for delta beta plus delta V as a proxy for the max score Scores and colour codes The equation including the index to standardise to the maximum value of all practices will than be c Sc 100 Sc max max max Score 100 GIF Ap PECAK ee The Sc differs for quantitative and qualitative aspects as given in the following table Quantitative Qualitative SC max for aspects where a reduction of the impact is advantageous 50 100 Sc nax for aspects where an increase of the impact is advantageous 100 100 the value of 50 has been chosen compared to 100 for the quantitative aspects because a reduction of 50 means halving which has been scored the same as a doubl
43. tor Model The sustainability framework offered by the MusTT team can be described by means of an escalator model 1 At Ground level checks will be made whether closer analysis of a case makes sense 2 At the first level MusTT SII expert judgement are made to create a better understanding of the case and its most likely impact in de environmental social and economic domains 3 At the 2 level MusTT SIA an impact assessment is made based on the 4 At the third level more advanced analyses of the case its reference and alternatives can be made 1 2 Ground level checking the case i oo ins At Ground Level a GP case is checked The check should learn ee Assessment MusTT SIA whether it is appropriate to execute a systemised analysis of the sustainability performance of the GP case by the methods offered at ra the higher levels of the elevator First Level See Sustainability inventory by Expert Judgement MusTT Si The execution of assessment is strongly advised against in the following situations The case is older than 1 year with no real activities in the last year The case is aimed at communication lobby or policy development e g aims at creating support for a shared policy statement or shared sector strategy on sustainability The case is a network cluster or umbrella project The case is still in an early exploratory phase with high uncertainties on the actual concept design and or im
44. tory SII table and radar diagram is included in the description of most GPs This profile shows the perceived performances for all sustainability parameters describing the outcome of the independent expert judgement of the GP initiative by consultants of the MusTT consortium The SII results have been sent for review to the GP coordinators their views will In addition to the SII approach the MusTT project has developed a more objective and quantitative method the Sustainability Impact Assessment SIA This SIA methodology has been specifically developed for the analysis of tourist transport cases including models weighting factors and reference data For testing the MusTT SIA method a SIA data capture sheet has been developed and sent to the coordinators of selected GPs for completion as the execution of a SIA requires reliable and quantified data of the GP The outcome of the SIA calculations is discussed and evaluated with the GP coordinator It must be stressed that both the SII and SIA methods are offered for making a direct comparison of a new transportation system that is introduced against a business as usual BAU reference situation only The results should therefore not be used outside this context Today s methods offered by MusTT are not designed to make cross comparisons of SII or SIA profiles of BPs as system boundaries scale of introduction and reference systems differ It is suggested that sustainability workshops are
45. ver cultural heritage and equity of nuisance Price quality comfort and travel time are all weighed equal with 10 points Of the two remaining aspects accessibility for elderly disabled people has been rated high with 15 pints and trip experience fun low with the remaining 5 points Aspect of dimension Social Weight Price 10 Quality Comfort 10 Travel Time 10 Jobs 15 Safety 25 Trip Experience Fun 5 Equity of Nuisance 5 Cultural Heritage 5 Accessibility Elderly Disabled 15 15 Economy For economy the weighing no special way to distribute the weighing has been envisaged and the weighing is equal al aspects the same number of points Aspect of dimension Economy Weight Turnover 25 Profitability 25 Growth 25 Economic Equity 25 4 2 Expert assessment steps The expert is required to do the following steps to find the values to be filled into the SIA Word Input Table Per aspect variables these are three steps 1 direction with respect to BAU green of red 2 delta per pkm or per holiday whatever is appropriate with respect to BAU OR score on a scale with the scores 0 1 2 3 4 or 5 for the largest impact 3 global impact factor factor on the current sustainability deciding if the BAU is already very sustainable or not The general change in volume is a variable acting for the whole good practice and filling it is the final step 4 volume rebound effect on net volume total in percentage BAU variables are
46. ycle Engineering Design for Environment Energy Efficiency Studies Substance Flow Analysis Company Ecobalances Environmental Reporting Sustainability Reporting Strategic Risk Management and Total Cost Accounting www gabi software com SIMAPRO is today s market leader in LCA software SimaPro 5 1 provides you with a professional tool to collect analyze and monitor the environmental performance of products and services You can easily model and analyze complex life cycles in a systematic and transparent way following the ISO 14040 series recommendations Simapro s features include easy modeling full transparency hot spot analysis and extensive filtering options www pre nl simapro Other useful software includes D LCC www reliability safety software com products product_dlcc htm RELEX LCC www relexsoftware com products Icc asp TEAM www ecobalance com ECOSCAN www ind tno nl en product ecoscan 1 6 Sustainability Framework Building blocks Set of parameters Based on the SIA benchmarking results reported in Annex 2 and the subject matter report of MusTT MusTT Technical Report 1 the following set of parameters has been composed for the description of the sustainability profile of a project Material Material Intensity i Fossil Energy Consumption Noise __ Air Air Quality sid Price Profitabilit ey Economic Economic Equity sY uit The reference business as usual BAU
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