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National Report of the Netherlands for COP7
National Report prepared for the 7th Meeting of the Conference of the Contracting Parties to the Convention on Wetlands (Ramsar, Iran, 1971)
Implementation of the Ramsar Convention in general, and of the Ramsar Strategic Plan 1997-2002 in particular, during the period since the National Report was prepared in 1995 for Ramsar COP6
|Contracting Party
|The Kingdom of the Netherlands
|Designated Ramsar Administrative Authority
|The Netherlands
|The Netherlands Antilles
|Full name of the institution
|Department for Nature Management, Ministry of Agriculture, Nature Management and Fisheries
|Environment and Nature Section, Department of Public Health
|Name and title of the head of the institution
|Paul de Jongh, Director
|Letitia Buth, Head
|Mailing address for the head of the institution
|Ministry of Agriculture, Nature Management and Fisheries, Department for Nature Management, PO Box 20401, NL-2500 EK DEN HAAG, The Netherlands
|Department of Public Health, Environment and Nature Section, Heelsumsestraat z/n, CURAÇAO, The Netherlands Antilles
|Name and title (if different) of the designated contact officer for Ramsar Convention matters
|Dr. Gerard Boere
|Mailing address (if different) for the designated contact officer
c/o Ministry of Agriculture, Nature Management and Fisheries, P O Box 20401, 2500 EK Den Haag, The Netherlands
Ramsar Strategic Plan - General Objective 1
To progress towards universal membership of the Convention.
1.1 Describe any actions your government has taken (such as hosting regional or subregional meetings/consultations, working cooperatively with neighbouring countries on transfrontier wetland sites) to encourage others to join the Convention.
The Netherlands is the lead country for the African-Eurasian Waterbird Agreement (AEWA) under the Convention on the Conservation of Migratory Species of Wild Animals (Bonn Convention). The Netherlands see the Ramsar convention as the main instrument to achieve the goals of the AEWA on habitat conservation in the whole geographical region of the AEWA, which includes almost 120 countries. Since the Final Act on the Agreement was adopted (1995), over 20 countries have signed and eight have ratified. The first meeting of the contracting parties will take place in 1999 in South Africa.
The Netherlands hosted an international workshop (July 1997) on Inland Water Systems and Biodiversity as a contribution to a workplan on inland waters by the Secretariat of the Convention on Biological Diversity.
Through the Programme International Nature Management, substantial support has been given to a number of countries such as the Baltic Republics, Ukraina, Russian Federation, countries in West Africa, for activities related to the Ramsar Convention and their accession to the Ramsar Convention, and AEWA has strongly been promoted.
Ramsar Strategic Plan - General Objective 2
To achieve the wise use of wetlands by implementing and further developing the Ramsar Wise Use Guidelines.
2.1 Has a National Wetland Policy/Strategy/Action Plan been developed, or is one being developed or planned for the near future? If so:
The Netherlands
The policy on wetland protection has been described in the national Nature Policy Plan (NBP/1990), already discussed in the National Reports 1990-1992 and 1993-1995. A new policy document on biodiversity will be produced in 1999 which will give direction to many aspects of national development policy. It will have its impact on a new to-be-developed Integrated Policy Plan on Nature Conservation including Forests, Landscapes and Nature, on the new National Water Management Plan, and on the new Spatial Planning Act. Furthermore a new Species Protection Plan for Marsh Birds has been developed in 1997/1998.
A third important action is the publication of a recent inventory of internationally important wetlands in the Netherlands to be followed by an action plan for designation of new wetland Ramsar sites in the years 1998 and 1999. The Netherlands support and responsability for international nature conservation is described in the Programme International Nature Management 1996-2000.
The Netherlands Antilles and Aruba
Recently the Parliament of the Netherlands Antilles has adopted the new Nature Management Law in 1998. This is a framework for island nature conservation regulations in general, not only for wetlands. On Bonaire, Saba, St. Eustatius and St. Maarten "Island Nature Policy Plans" are being prepared.
a. What are/will be its main features?
The Netherlands
The above mentioned integration of the three policy plans will in the near future replace the Nature Policy Plan of 1990. Wetland policy, strategy and action will be derived from it; it is not the intention to prepare a specific National Wetlands Policy; we also do not have one for grasslands, decideous forests, heatlands or any other specific habitat.
The new Species Protection Plan for Marsh Birds can be considered as a kind of Action Plan for wetlands, specifically freshwater marshes. It aims not only at birds, but also at other species groups characteristic for marshes, namely amphibians, dragonflies and some semi-aquatic mammals.
Based on the national inventory of important wetlands an action plan for the designation of about 28 new internationally important wetland sites has been developed. A document concerning the Netherlands national wetland inventory will be prepared and published during the Meeting of Contracting Parties in Costa Rica. The Programme International Nature Management pays special attention to wetlands (see also annexes with a list of projects).
b. Was it, or is it, intended that the Policy/Strategy/Action Plan be adopted by the whole of Government, the Minister responsible for Ramsar matters or through some other process. Please describe.
The new Integrated Policy Plan as described above will be adopted by the Netherlands Government as a whole.
The Action plan for Marsh birds will be adopted and implemented by the Minister of Agriculture, Nature Management and Fisheries, i.e. the Minister responsible for Ramsar matters. The action plan concerning the designation of new wetland sites has been adopted by all Ministers, directly involved in the national policy on nature conservation and economic and physical planning.
c. How does it relate/will it relate to other national environmental/ conservation planning initiatives (e.g., National Environmental Action Plans, National Biodiversity Action Plans, National Conservation Strategies)?
The policy on wetlands is part of the national Nature Policy Plan.
The goals of the Nature Policy Plan are strongly integrated with and supported by the National Water Management Plan, the National Environmental Policy and the National Spatial Planning Policy Plan and the planning for the rural areas.
2.2 If a policy is in place, how much progress has been made in its implementation, and what are the major difficulties being encountered in doing so?
As said before, there is not a specific National wetlands Policy, however the Government of the Netherlands has adopted the establishment of a National Ecological Network as the main implementing policy of the Nature Policy Plan. The internationally important wetland areas in the Netherlands are included in this network and may be considered to be the backbone of it.
Part of the policy plan is focused on establishing wetland reserves. Based on a agreement between government and the 12 provinces in the Netherlands, the provinces will complete the formal designation and delineation of the National Ecological Network in 1999. The national ecological network features core areas (including wetlands), nature development areas and ecological corridors. The physical delineation of the network is laid down in the Structure Plan for the Rural Areas. In pursuance of the Structure Plan, the following procedures apply in finalising the delineation of the national ecological network:
Regional visions at the provincial level provide information about potential core areas (including wetlands) and nature development areas which are currently used for agriculture. Regional visions also form the basis of proposals regarding the size and boundaries of existing nature reserves forests and estates. Final delineation is laid down in regional plans which are a statutory spin-off of the Spatial Planning Act.
Special procedures are used to delineate core areas and nature development areas in agricultural hands (including bufferzones for wetlands sites). The applicable procedure for the core areas is laid down in a regulation on management agreements and nature development.
Special provisions apply for large areas of open water in the Netherlands, lakes, rivers and coastal waters. Many belong to the most important wetlands in the Netherlands.
These are realised through regional integrated policy implementation plans in accordance with the principles of the Structure Plan for the Rural Areas. Main themes of these plans are sustainable use (s.a. recreation and fishery), restoring appropriate water quality, restoration of more natural water management (s.a. waterlevel dynamics) and restoration of natural transitions between land and water.
The development of the National Ecological Network will be completed before 2025 according to the Nature Policy Plan. The main problem at present is the high price of agricultural land which have to be purchased to establish the Ecological Network.
Important: The new government, elected in August 1998, has decided to increase the budget for the development of wetlands by 870 million NLG; i.a. 8,000 ha additional new wetland areas will be created before 2010. These areas will be developed in close realtion to existing wetlands.
2.3 If a Policy/Strategy/Action Plan is in place, is the responsibility for implementing it with :
a. a single Government Ministry, no
b. a committee drawn from several Ministries, or no
c. a cross-sectoral committee? no
The Government of the Netherlands, especially the Ministry of Agriculture, Nature Management and Fisheries, is responsible for implementing the Nature Policy Plan in strong cooperation with the 12 provinces. Important implementing responsibillities lies with the Regional Water Boards (rather powerfull) and to a minor extend with the Municipalities if it comes to the decisions on spatial planning.
See for more details the national reports for 1990-1992 and 1993-1995.
2.4 For countries with Federal systems of Government, are there Wetland Policies/Strategies/Plans in place, being developed or planned for the provincial/state or regional levels of Government? Yes/No If yes, please give details.
The Netherlands is not a federal state.
There are separate "Island Nature Policy Plans" in preparation for the Netherlands Antilles in the Carrebean Region.
2.5 Has a review of legislation and practices which impact on wetlands been carried out, and if so, has this resulted in any changes which assist with implementation of the Ramsar Convention? Please describe these.
No specific review of legislation has taken place in relation to wetlands. That is not the way the Netherlands policy on integrated nature management is operating.
However in 1998 the new Nature Conservation Act has been adopted by Parliament. This act will come in force in 1999. This act is a very important instrument for the preservation of important nature areas, including wetlands. Designation of areas based on international agreements (Ramsar Convention, European Bird Directive, European Habitats Directive) are included in this act, so in the near future designation will take place on a national legal basis, to be followed by all levels of government (now separate permission from various levels was to be needed).
At the same time the new Act for the Protection of Flora and Fauna (replacing various separated, species oriented legislation) has been adopted by Parliament. Based on this act, hunting will be banned in designated Ramsar sites, except when hunting is necessary for good management.
2.6 Describe the efforts made in your country to have wetlands considered in integrated land/water and coastal zone planning and management processes at the following levels:
a. national
b. provincial
c. local
As described under objective 2 the policy document "The Nature Policy Plan" contains the principles on integrated land/water and coastal zone planning and management. In the Fourth Water Management Policy Plan and the National Environmental Policy Plan these principles are described in more detail. In general the above mentioned principles are becoming more and more integrated in all policy plans on national level but also on provincial and local level. This also holds strong coordination and cooperation between the various ministries and departments, provinces and organisations on local level such as the Water Boards and municipalities as implementing agencies.
2.7 Have there been any publications produced, or practices documented, which could assist other countries to promote and improve the application of the Ramsar Wise Use of Wetlands Guidelines? Yes/No If Yes, please provide details and copies.
A background document has recently been drawn up of areas in the Netherlands qualifying as wetland reserves according to the criteria of the Ramsar Convention. This document drawn up by the Netherlands branch of Birdlife International (Vogelbescherming Nederland) and financed by the Ministry of Agriculture, Nature Management and Fisheries forms the basis of the national inventory of wetlands of international importance and further designation of Ramsar sites, which presently are under way.
The 1993-1995 National report is dedicated to the wise-use principle, in particular for the Ramsar site "De Weerribben" .
2.8 Noting COP6 Recommendation 6.14 relating to toxic chemicals and pollution, please advise of the actions taken since then "to remedy and to prevent pollution impacts affecting Ramsar sites and other wetlands" (Operative paragraph 9).
Eutrophication, pollution and extraction of groundwater and surface water in and around wetlands are still matters of great concern in the Netherlands, although a significant downward trend in the input of most harmful heavy metals and nutrients into wetland ecosystems has been achieved. In many cases there are clear results by improved water quality.
The improved water quality of the Wadden Sea, and the rapidly recovering population of the common seal as a consequence, is a good example in the respect.
Much is yet to be achieved, especially in respect to dispersed sources of pollution (by air and by water) and the effectiveness of waste water treatment plants will be further improved.
As part of the national scheme to restore natural ground water regimes, around several wetland hydrological buffer zones are established to prevent drainage effects on wetlands. Practical measures to avoid eutrophication are taken in several wetlands, such as the Ramsar site "Engbertsdijksvenen". For example, in the wetland area "Naardermeer" an action plan is now carried out with financial support from the European Commission and a twenty year schema to restore water quality in the Border Lakes of the IJsselmeerpolders will succesfully be completed soon.
Dredging and removal of polluted soils of water bodies is an important issue all over the country as a part of the National Water Management Policy Plan. The results of this costly clean-up operation will benefit ecological values of these wetlands. As a symbolic result of improved water quality the otter will be reintroduced in one or two wetland areas within a few years. In a growing number of cases an integrated catchment area approach, based on cooperation between a number of stakeholders, is implemented to water management projects to ensure more sustainable results in the long term.
2.9 Describe what steps have been taken to incorporate wetland economic valuation techniques into natural resource planning and assessment actions.
Economic valuation is, as part of the Nature Policy Plan, incorporated in all policies concerning interventions in and around wetland sites (see also National Report 1993-1995). These interventions are only allowed in the case that the nature values of the area are not physically or significantly damaged. This condition needs not to be applied in the case of an overriding public interest, including those of social or economic nature. However, before this condition is lifted, all reasonable efforts should be made to find an alternative means or location to realise this crucial activity. In any event, provisions are made for mitigating measures, supplemented with compensating measures if the former are insufficient. The principles of this policy are laid down in various spatial policy plans, including the Structure Plan for the Rural Areas and the Key Planning Decision for the Wadden Sea. Legislation, such as the Physical Planning Act and the Nature Conservation Act, are policy-makers tools.
Since 1-1-1994, decisions regarding improvement of existing and planning of new roads, railways and waterways who may effect the natural values of the National Ecological Network, including Ramsar sites, must follow the procedures laid down in the Infrastructure (Planning Procedures) Act and the Environmental Management Act (for environmental impact assessments). The purpose of the Infrastructure Act is to finetune specific infrastructure decisions and general decisions on the incorporation of the infrastructure in spatial plans. Of course the rights of individual citizens and so called grass roots and action groups must be respected, and decisions should be taken with due consideration of the consequences. These rights are protected by law: individuals and institutions have two opportunities to object to the plans during the decision making procedure and may file an appeal with the Council of State after a decision has been taken.
2.10 Is Environmental Impact Assessment for actions potentially impacting on wetlands required under legislation in your country? Yes/No
Yes. The Environmental Management Act provides the legal basis for the environmental impact assessment. Environmental impact assessments measure the effect of proposed projects on the environment. Each scenario must include measures to counteract the negative effects of a plan, or to compensate for them. The most environmentally friendly alternative (MMA) which still satisfies the goals of a project must be identified. The Structure Plan for the Rural Areas and the national ecological network provide important guidelines for measuring environmental impact.
Plans which involve works cutting through a ramsar site are basically considered undesirable and should be a last resort only. Should such a plan need to be carried out because vital national interests or a lack of reasonable alternatives, some compromises regarding the implementation of a project in the interests of nature conservation are to be expected. Any remaining disturbance or destruction of nature areas should be compensated by improving the quality of existing nature areas nearby or by establishing new nature areas (compensation principle).
2.11 Is wetland restoration and rehabilitation considered a priority in your country? Yes/No.
Yes, in the national report 1993-1995 examples have been given and the policy on wetland restoration has been described. New restoration and rehabilitation plans are in preparation in the Wadden Sea (Neerlands Reid), Grote Peel, Biesbosch, Weerribben, Oostvaardersplassen. In fact restoration activities are being studied, planned or implemented all over the country along streams, in fresh water lakes but also in peatlands to be revitalised.
Also the larger water bodies in the Netherlands are subject of ecological restoration plans. Along the big rivers Rhine and Meuse ecological restoration is a integrated part of a long term scheme to improve protection against flooding of surrounding areas by increasing the flow-through and storing capacity of the floodplain (Room for the Rivers). This was particularly stimulated after the big and dangerous floodings in february 1995. In the Lake IJssel area ecological restoration focuses on developing natural lake shores in combination with a more natural water level management. Also restoration of a permanent brackish zone between lake IJssel and the Wadden Sea is being studied.
Restoration of estuarine conditions, which have become rare in the Netherlands in the last decades, is a major topic in Nature and Water Management Policy. Final decisions on restoration of part of the Rhine/ Meuse estuary (the Haringvliet/ Hollands diep area) are to be made in 1999 based on a EIA, completed in 1998. In the Westerschelde-estuary ecological restoration is an integrated part of a plan to improve navigation conditions for ships visiting the harbour of Antwerp.
With other countries (Denmark), the Netherlands is active in promoting wetlands restoration and rehabilitation projects.
If Yes, describe the actions that have been taken to identify wetlands in need of these actions and to mobilise resources for restoration or rehabilitation.
The actions includes the establishing of hydrological bufferzones, land acquisition, restoration of natural processes, protection measures for saving internationally important salt marshes and zoning measures for recreation.
Identification of the need for restoration is a regular part of the management planning process for Ramsar sites, other protected areas and areas with major wetland values and is directly connected with the main goals of national and regional nature and water management policy plans. The resources needed for restoration are mainly part of the total budget needed for the implementation of these plans, but also major budgets are raised by NGOs like The Society for the Preservation of Nature (Natuurmonumenten) and the WWF from private sources, lotteries and the corporate world.
2.12 Describe what actions have been taken to "encourage active and informed participation of local communities, including indigenous people, and in particular women, in the conservation and wise use of wetlands." (refer to Actions 2.7.1-4 in the Strategic Plan).
Participatory planning and decision making is being strongly developed in the Netherlands. This also goes for projects related to conservation and wise use of wetlands. For instance, several ecological restoration projects along the big rivers and a development and management plan for border lakes of Flevoland are based on this approach.
The Netherlands has a general policy to be gender balanced and stimulates the involvement of women in the field of nature conservation. The issue of indigenous peoples does not play a role within the Netherlands. However, in 1997, the Netherlands signed and ratified ILO decision 169, better known as the Convention on Indigenous Peoples. This to further implement this convention in the Dutch Policy on International Nature Management (the Arctic!) and support for developing countries.
2.13 Describe what actions have been taken to "encourage involvement of the private sector in the conservation and wise use of wetlands" (refer to Actions 2.8.1-4 in the Strategic Plan). Has this included a review of fiscal measures (taxation arrangements, etc.) to identify and remove disincentives and introduce incentives for wetlands conservation and wise use? Yes/No
Yes, this kind of actions have been taken, but no fiscal measures in general, but only in relation to the opening for the public of access to private owned nature reserves, estates and forests
If yes, please provide details.
The Netherlands
There are clear examples of direct involvement of the private sector in protection, wise use and development of wetlands. Along the big rivers private companies, active in gravel, sand and clay extraction, participate in wetland development projects. Individual farmers in designated Environmentally Sensitive Areas are stimulated to use their land in such a way that wetland values of agricultural grassland are protected.
The Netherlands government has started a process of inter-ministerial briefing and exchange of knowledge in order to promote and strengthen the objectives for wetland conservation and wise use in its private sector activities abroad, namely dredging and hydraulic engineering. The government has entered into a consultation and negotiation process with private companies and non-governmental organisations on this matter. Much emphasis has been placed on the possibilities for further strengthening the market position of the Netherlands exporters by improving ecological and environmental quality standards "green engineering".
Details of this process have been given in the national report 1993-1995 and by the presentation during the Brisbane Conference (see reports technical sessions). Since then a little progress has been made. In cooperation with the private sector a video has been produced. This video paid attention to the impact the Netherlands commercial and state supported activities have on wetlands and the way these damages can be avoided. In 1999 a overview report of the Netherlands involvement and activities in wetlands worldwide will be published and presented at the CoP in Costa Rica. Further joint activities are being discussed but not yet implemented.
The whole above mentioned process does not work out as to be an easy going one, but moving very slowly forwards instead.
The Netherlands Antilles and Aruba
Tourism, in particular scuba diving is placing increasing pressure on the coastal wetlands in the Netherlands Antilles. To minimise the negative impact of this important economic activity the island of Bonaire has installed a Marine Environment Ordnance, which legally protects the Bonaire Marine Park, including Ramsar sites, such as "Klein Bonaire". The ordnance includes special regulations with regard to sustainable use of the marine resources and it gives the possibility for real management by means of collecting diving fees which flow directly towards management.
Ramsar Strategic Plan - General Objective 3
To raise awareness of wetland values and functions throughout the world and at all levels
3.1 Is there a government-run national programme for Education and Public Awareness in your country which focuses on, or includes, wetlands? Yes/No? If yes, what are the priority actions under this programme and who are the target groups? (Refer also to question 9.4)
Yes. Environmental education (EE) has a long tradition in the Netherlands. It started in the sixties as nature conservation education. Nowadays, apart from schools, hundreds of organisations and thousands of individuals are involved in EE. There are EE-support offices an all provinces, many larger and smaller cities have one or more EE-centres, nature museums or cityfarms and there is an extensive network of voluntary EE-association on the local level. As a result of co-operation between six ministries a multi-year plan (1996-2000) has been developed. This plan is focused on stimulating and strengthening environmental education in primary education, secondary education, vocational and adult education. Furthermore more general projects in field of EE will financial supported. The multi-year plan has a budget of 34.5 million guilders.
The Ministry of Agriculture, Nature Management and Fisheries, in its website, has include the various elements of the Programme on International Nature Management.
The Coastal Zone Management Centre, established by the Ministry of Transport, Public Works and Water Management in 1993, maintains since 1995 an English website on the management of coastal wetlands, URL http://www.minvenw.nl/projects/netcoast. The Institute for Inland Watermanagement and Wastewater Treatment of the same Ministry has got also an English website, URL http://waterland.net/riza/riza/english/. Both are connected to the Netherlands contribution to the Clearinghouse Mechanism Biodiversity under the Convention on Biodiversity, URL http://www.agro.stoas.nl/NICBN.
3.2 Describe the steps taken to have wetlands issues and Ramsars Wise Use principles included as part of the curricula of educational institutions. Has this been at all levels of education (primary, secondary, tertiary and adult)? Please give details.
see under 3.1
Ramsar Strategic Plan - General Objective 4
To reinforce the capacity of institutions in each Contracting Party to achieve conservation and wise use of wetlands.
4.1 Describe the mechanisms in place, or being introduced, to increase cooperation between the various institutions responsible for actions which can have an impact on the conservation and wise use of wetlands. If one of the mechanisms is a National Ramsar/Wetlands Committee, please describe its composition, functions and modus operandi.
In the Netherlands different Ministries (Ministry of Agriculture, Nature Management and Fisheries, Ministry of Foreign Affairs; DG for Development Cooperation, Ministry of Transport, Public Works and Water Management) are directly involved in establishing policies in the light of objective 4. The Netherlands government supports these actions in close cooperation with various institutes in the field of wetland conservation. There is a very close cooperation between the designated Ramsar Administrative Authority at the Ministry of Agriculture, Nature Management and Fisheries and the Ministry of Transport, Public Works and Water Management in particular. Also the research facilities of the above mentioned ministries (IBN-DLO; SC-DLO; RIZA; RIKZ; RIVM, etc.) have sometimes substantial applied research facilities in the field of wetlands, its biodiversity, water quality etc.
Very close cooperation between all ministries and institutions mentioned above exist since 1998 when the National Planning Office on Nature and Environment was established; this institution is comparable to the activities of the National Planning Office for Economy, Social Welfare and Culture; both are important monitoring institutions within the Dutch society and important knowledge centers underpinning governmental policies.
Eight national and regional NGOs work together since 1984 in their campaigns to promote wetland conservation. In 1992 this group has been appointed officially as "National NGO Ramsar Committee", National Focal point; Mrs. Drs. Rita van de Tempel, c/o Vogelbescherming Nederland, Driebergseweg 16c, NL-3708 JB ZEIST.
Its members are
- The Dutch Society for Nature and Environment
- The Society for the Preservation of Nature (Natuurmonumenten)
- Birdlife International the Netherlands (Vogelbescherming Nederland)
- World Wide Fund for Nature the Netherlands
- Working Group International Wetland experts (WIW)
- Centre for Environmental Science, University of Leiden
- The Dutch society for the Preservation of the Wadden Sea
- Environmental Federation for the Province of Zeeland.
4.2 Of the following, indicate which have been undertaken:
a. a review to identify the training needs of institutions and individuals concerned with the conservation and wise use of wetlands Yes/No? If yes, please indicate the major findings of the review.
No; there is, on a national level, not a particular need to do so as wetland ecology, conservation, etc., are integral parts of many training facilities.
b. a review to identify training opportunities for these people both within your country and in other countries. Yes/No?
No; see above.
c. the development of training modules or a training programme specifically for wetland managers.
Yes, in particular aiming at the international market.
If yes, please give details.
Since 1993 an International Course on Wetland Management is given at the Wetland Advice and Training Centre in Lelystad. Participants from Asia, Africa, Eastern Europe, GOS countries attended this course, in which the Ramsar guidelines for management plans and wise use play a leading role. The Ministry of Foreign Affairs, the Ministry of Agriculture, Nature Management and Fisheries and the Ministry of Transport, Public Works and Water Management all make financial contributions to allow the participation of people from regions like Africa and Eastern Europe.
d. people from your country have gained wetland-related training either within or outside the country. Yes/No? If yes, please give details.
Yes. Wetland related training is also an integrated part of many of the university programmes in the field of ecology and conservation.
Ramsar Strategic Plan - General Objective 5
To ensure the conservation of all sites included in the List of Wetlands of International Importance (Ramsar List).
5.1 Of the Ramsar sites in your country, how many have formal management plans:
a. being prepared?
b. fully prepared?
c. being implemented?
Please indicate in the attached table of Ramsar sites which sites these are and what category they fall into.
All designated sites have formal management plans which are being implemented. Each of the listed wetlands in the Netherlands, except the Wadden Sea, is managed by a responsible organisation according to an adopted management plan. The Wadden Sea is managed by a number of organisations on the basis of a common management plan, which is coordinated with Germany and Denmark. These plans include clear objectives to maintain and conserve its wetland character by maintaining the essential ecological conditions.
5.2 Of the management plans referred to above, which ones have included a monitoring scheme or programme to allow changes in ecological character to be detected? Please indicate this in the attached table of Ramsar sites also.
The nature values of all Ramsar sites are being monitored. This monitoring is part of the management plan of the wetland site and part of the various national monitoring schemes for flora and fauna as implemented by a number of NGOs, often on a voluntairy basis. Funding for these monitoring schemes comes from many sources both GO and NGO. The Ministries of Agriculture, Nature Management and Fisheries and Transport, Public Works and Water Management are important funders.
5.3 Has there been a change in the ecological character (either positive or negative) at any of your Ramsar sites or is this likely to occur in the near future? Yes/No. If Yes, please give details.
No additional information; but there is a strong public debate on the Dutch Waddensea in relation to shell fisheries.
5.4 In the case of Montreux Record Ramsar sites where the Management Guidance Procedure has been applied, what is the status of the implementation of the MGP report recommendations? What is the expected time-frame for removing the site from the Montreux Record?
No sites on the Montreux Record.
5.5 For those countries referred to in COP6 Recommendations 6.17.1-4, "Ramsar sites in the Territories of Specific Contracting Parties", please provide advice on the actions that have been taken in response to the issues raised at that time.
Ramsar Strategic Plan - General Objective 6
To designate for the Ramsar List those wetlands which meet the Conventions criteria, especially wetland types still under-represented in the List and transfrontier wetlands.
6.1 Has a national inventory of wetlands been prepared for your country? Yes/No.
If no, are there plans for this to be done? Yes/No.
Where a national inventory exists please provide details of when it was finalised, where it is kept and what information it contains.
In 1994 an inventory has been undertaken of the sites which meet the Ramsar Conventions criteria for birds and/or the criteria for the Birds Directive of the European Union: van den Tempel, R. & Osieck, E.R. 1994. Areas important for birds in the Netherlands. Vogelbescherming Nederland, Zeist. The report is available for free at the National Reference Centre for Nature Management (Mr. Johan Thissen), P.O. Box 30, NL-6700 AA WAGENINGEN, e-mail <firstname.lastname@example.com>.
In 1998 an inventory will be completed on the sites which meet the Conventions criteria not only for birds, but for other nature values. This inventory will be published in 1999. Drawing up the list was not easy as many sites could easily been split in a few separate sites and still meeting the Ramsar criteria. With the above mentioned list all organisations involved, GOs and NGOs can agree.
6.2 Does there exist a list or directory of "important" wetlands for your country or region? Yes/No. If yes, please provide details of when it was finalised, where it is kept, what criteria for "important" were used, and the types of information it contains.
Yes. See 6.1.
6.3 If it is known, please provide an estimate of the area of wetlands in your country at present and any information on rates of loss or conversion to other activities. If this information is available, please indicate what definition of "wetland" was used.
In the Netherlands there is about 885,000 ha of wetland, qualifying for the bird criteria of the Ramsar Convention. An unknown additional area qualifies for the Ramsar convention because of other nature values than birds. This information will be included in the national inventory.
In the last decades there has been little net loss of wetlands, however the character of some wetlands has changed before some of them were designated as Ramsar sites.
E.g. many estuaries, coastal inlets and bays have been dammed off from the sea, changing them into stagnant lakes (Deltaworks in particular). Also eutrophication, drainage of surrounding agricultural areas, fragmentation by infrastructure and increased pressure of human use in general have caused changes in ecological character but not with designated sites. Through nature development projects like " Gelderse Poort", Blauwe Kamer", "Duurse Waarden" and others, in the last decade, a slight increase of total wetland habitat area has been achieved.
6.4 Have any actions been taken in response to the COP6 Resolutions and Recommendations that Contracting Parties should give priority to listing Wetlands of International Importance which:
a. meet the criteria for fish habitat (Resolution VI.2),
b. meet the 1% criterion for waterbird populations using data provided by the International Waterfowl Census (Resolution VI.4),
c. are subterranean karst or cave wetland systems (Resolution VI.5),
d. are peatland ecosystems (Recommendation 6.1)
e. are coral reefs and associated systems (Recommendation 6.7)
f. are under-represented wetland types (which apart from d. and e. above include mangroves and sea grass beds) (Strategic Plan Action 6.2.3)
The Netherlands
In the current national inventory of internationally important wetlands those criteria are taken into account. However the importance for breeding and in particular migratory and wintering waterbirds, of our wetlands is so overriding, that other wetland nature values do only necessitate the designation of a few new sites not internationally important for birds. Furthermore our main remnants of raised bogs (point d) are already designated as Ramsar sites and there are no karst and cave wetlands, coral reefs or mangroves in the Netherlands.
The Netherlands Antilles and Aruba
The main mangroves and sea grass beds are in the already designated Ramsar sites "Het Lac" on Bonaire and "Het Spaans Lagoen" on Aruba. The coral reefs of "Klein Bonaire" are in a designated Ramsar site.
6.5 If your government indicated at COP6 that it would be proceeding to list further specific sites, please advise of the status of this action.
The Netherlands
An action plan concerning the designation of new Ramsar sites has been established and will be soon implemented. It is expected that a further 28 sites will be designated or even more.
The Netherlands Antilles and Aruba
On the Netherlands Antilles no new designations are planned.
On Aruba designation of the "Bubali Plas" is being investigated.
6.6 Please advise which of the sites included in the Ramsar List from your country are transfrontier wetlands (Refer also to 7.1).
Wadden Sea and Bargerveen are transfrontier designated wetlands.
6.7 Describe any plans, or actions being taken for further transfrontier sites to be listed (Refer also to 7.1).
The Netherlands is planning to designate two transfrontier sites in near future:
"Westerschelde", adjacent to Belgian site "Schorren van de Beneden-Schelde", and "Gelderse Poort " (where the river Rhine enters the Netherlands from Germany), adjacent to large German Ramsar site "Unterer Niederrhein".
Ramsar Strategic Plan - General Objective 7
To mobilise international cooperation and financial assistance for wetland conservation and wise use in collaboration with other conventions and agencies, both governmental and non-governmental.
7.1 Briefly describe any bilateral or multilateral activities that have been taken, are under way, or are planned for the management of transfrontier wetlands or their watersheds/catchments (Refer also to 6.6 and 6.7).
Bilateral or multilateral cooperation has been established for the following sites: Waddensea, Bargerveen, Gelderse Poort and the Westerschelde.
The trilateral cooperation between Denmark and Germany concerning one of the most important wetlands The Wadden Sea has been led to a Wadden Sea Plan.
This Plan, presented during the last Trilateral Ministerial Conference in Stade (1997, Germany) includes several activities and projects for the coming three years, to reach the formulated goals for the Waddensea. Based on the Wadden Sea Plan a brochure, titled "The Wadden Sea, the way to the next millennium" has been edited.
There is a very informative website on the Wadden Sea, URL http:/www.waddensea.org/engels/index.html.
In 1997 a hydrological study has been completed in the wetland site "Bargerveen". A German-Netherlands commission has been established to implement the results of this study. The measures will be executed between 1998 and 2001.
In 1996 a cooperation agreement was signed between the Flemish region (Belgium) and the Netherlands concerning dredging the shipping lane in the Westerschelde. This agreement includes restoration and compensation measures of the estuary of the Westerschelde.
The management of the international catchments of Rhine, Meuse and Scheldt is very important for the quality of wetlands in the Netherlands. A new "Ecological Total Concept" Rhine Convention will replace the existing Rhine Convention of 1963. The new Rhine Convention has been signed on a Ministerial Conference in 1998 and will enter into force in 2000. It will among others, pay attention to the development of new wetlands as catchment areas during high water level periods. In 1994 cooperation agreements have been signed by the Netherlands, the three Belgian regions and France for the rivers Meuse and Scheldt.
7.2 Do you have Ramsar sites that are "twinned" with others, either nationally or internationally? Yes/No. If yes, please give details.
Yes. The following Ramsar sites are twinned through the EUROSITE project:
"De Boschplaat" to "Spiekeroog Ostplate" (Germany)
"Dollard" (part of "Wadden Sea" site) to "Elisabeth-Außengroden" (Germany)
"Zwanenwater" to "Titchwell Marsh" (UK) and "Platier dOye" (France)
"Schiermonnikoog" (belongs partly to "Wadden Sea" site) to "Slowinski National Park" (Poland)
"De Weerribben" to "Ranworth Staite" (UK) and "Le Marais Audomarois" (France)
"Bargerveen" to "Clara Bog" (Ireland)
7.3 Where your country is also a signatory of any of the following Conventions, describe what mechanism(s) exist to assist regular dialogue and cooperative actions between the personnel responsible for their implementation and the Ramsar Administrative Authority:
a. Convention on Biological Diversity
b. Framework Convention on Climate Change
c. Convention to Combat Desertification
d. Convention on Migratory Species
e. World Heritage Convention
Within the Ministry of Agriculture, Nature Management and Fisheries Division for International Affairs of the Department for Nature Management, coordinates all the actions in the above mentioned fields in close cooperation with the divisions implementing national policies of the Department for Nature Management. Furthermore the coordination with other ministries is rather well in place through the Government Commission on Biodiversity and Emvironment (includes all ministries) meeting very regularly and having a strong saying in the final text of the formal instructions for Dutch Delegations attending meetings of these conventions.
7.4 Is your country cooperating as part of any bilateral or multilateral activities directed at the conservation of migratory wetland species? Yes/No. If yes, please provide details.
The most important one is the African Eurasian Waterbird Agreement for the development of which the Netherlands Government played a leading role. The Netherlands also acts as the Depositary of the AEWA and manages the Interim Secretariat. The AEWA is the main policy document, together with the Ramsar Convention, on which the relative large international support programme in the field of wetlands and waterbird conservation is based and justified.
An overview of bilateral and multilateral activities on a project and/or programme basis is given in annex I and II. These projects have been financed by the Directorate General for International Cooperation and the Ministry of Agriculture, Nature Management and Fisheries from various budgets.
Supported by the government the Netherlands NGOs carry out a concerted action for nature in Europe. "The Netherlands for European Nature" has started in 1996. Also various ministries have Memoranda of Understanding with Central and Eastern European countries. Wetlands, natural rivers and water management problems are often an important element of cooperation and support of projects/programmes. Important countries in this respect are: Poland, Hungary, Romania, Ukraina and Russian Federation.
7.5 Are there multilateral and/or bilateral donors supporting projects which contribute to implementation of the Ramsar Convention in your country? Yes/No. If yes, please provide details.
In the period 1993-1998 the European Commission has donated from its LIFE-fund about 6 million ECU to restore three wetlands: "Friesland buitendijks" (part of Ramsar site "Wadden Sea"), the Ramsar site "Naardermeer" and "Nieuwkoopse Plassen" (no Ramsar site yet).
7.6 Does your government make an annual budgetary allocation to support the conservation and wise use of wetlands within your country? Yes/No. If yes, is this a specific allocation to a wetlands programme or as part of a larger environment or natural resource management budget?
Yes. The annual budgetary allocation is part of a larger management budget of the Ministry for Agriculture, Nature Management and Fisheries. Also the Ministry of Transport, Public Works and Water Management provides substantial budgets in relation to the budget available for water management and ecological restoration.
Within both ministries it is difficult to extract the money/budget lines for wetlands. However in total several tenths of millions guilders are allocated for wetlands (purchase, management, monitoring, restoration and development of new wetlands).
7.7 If your country has a development assistance programme, does it include funds earmarked for wetland conservation and wise use in other countries? Yes/No. If yes, please give details.
Yes. There is not a particular budget earmarked for wetlands only. However integrated wise use of wetlands is important and much support is given. Information on the larger projects and programmes is included in annex I and II.
7.8 Is there a formal process in place for consultation between the Ramsar Administrative Authority and the development assistance programme in your country, where one exists? Yes/No. If yes, what is that process.
Yes. It exists for the funds allocated to the Programme International Nature Conservation, of which a small part Dfl. 7 million of the total budget for development cooperation is for projects in the field of strict nature conservation. With regards to all the other funds, our ministry plays an increasingly important advisory role, e.g. via the International Experts Group for Forest and Biodiversity of the National Reference Center for Nature in Wageningen (part of the Department for Nature Management).
Ramsar Strategic Plan - General Objective 8
To provide the Convention with the required institutional mechanisms and resources.
8.1 Has your government made voluntary financial contributions, other than the invoiced contributions or to the Small Grants Fund, to further the work of the Convention globally? Yes/No. If yes, please provide details.
Yes. The Netherlands voluntary financial contribution to the Small Grants Fund is till now NLG 60,000,- a year including 1998.
The Netherlands will contribute NLG 100,000 to the Ramsar secretariat for the participation of developing countries in the 7th CoP, Costa Rica 1999 and has contributed $ 50.000.- direct to the Government of Costa Rica to assist with the prepartion of CoP7.
It should be noted that the Netherlands through its substantial support via the Programme International Nature Management (PIN) provide almost $ 5 million to wetlands conservation projects in, in particular, West Africa and Eastern Europe. Promoting Ramsar accession and AEWA accession plays an important role in this support. This support is not necessarily being given through the Ramsar Bureau and therefore relatively unknown. The main contractors are Wetlands International, BirdLife International, Governments in the countries and, to a lesser extent, IUCN. Furthermore the Netherlands provides, with a few other countries, substantial core support to Wetlands International to extend and maintain the vital world databases on waterbird census data and to publish the data widely.
8.2 If your country is in arrears with the payment of its annual contributions to the Ramsar Convention, please indicate the reasons for this situation and the prospects for paying these arrears in the near future.
No arrears.
Optional section - Participation of non-government organizations in the implementation of the Convention
These are optional questions relating to cooperation with and involvement of non-government organizations in the implementation of the Convention.
At COP6 some 42 NGOs made the "Brisbane NGO pledge of support for the Ramsar Convention". The Standing Committee agreed that for COP7 there should be an effort made to gauge the level and type of cooperation which is occurring between government Administrative Authorities and the national and international NGOs with an interest in wetlands issues.
In this optional section of the National Report, you are asked to describe the nature of the cooperation and relationship with any other international, regional, national and provincial NGOs operating within your country.
9.1 Approximately how many NGOs have wetlands as part of their regular "business" in your country? Please break this down between international, regional and national/provincial organizations.
International: Wetlands International (headquarters in the Netherlands)
Birdlife (European office is in the Netherlands)
IUCN (European office is in the Netherlands)
European Union for Coastal Conservation (headquarters in the
On the national and provincial level besides the eight NGOs of the officially appointed "National NGO Ramsar Committee" (see 4.1) there are another about 25 NGOs which have wetlands as part of their regular "business", namely provincial nature management NGOs and Provincial Federations of local Nature and Environmental NGOs.
9.2 Is there a regular forum or mechanism through which these NGOs express their views on wetland conservation and Ramsar implementation:
a. to each other? Yes/No Yes
b. to the government? Yes/No Yes
The views of the NGOs can be expressed by the officially appointed "National NGO Ramsar Committee" (see 4.1). The Ministry of Agriculture, Nature Management and Fisheries is observer to their meetings.
9.3 Does your government include one or more NGO representatives on its official delegation to Ramsar COPs? Yes/No
Yes, a representative of the "National NGO Ramsar Committee" is part of the official delegation.
9.4 Do any of the NGOs run programmes aimed at Education and Public Awareness about wetlands in your country? Yes/No. If yes, please give details (Refer also to question 3.1).
Yes. The Netherlands branch of Birdlife International (Vogelbescherming Nederland) in cooperation with WWF publishes every year a status report of the wetlands in the Netherlands. The information is based on local reports from wetland watchers all over the country and they receive much publicity.
9.5 Where they exist, do Ramsar site management advisory committees include NGO representatives? If yes, please give details
Each of the listed wetlands in the Netherlands has a management plan. Many sites are managed by NGO nature management societies themselves anyway.
With exception of the Ramsar site "Oostvaardersplassen" managed by the National Forest Service, there are no formal site management advisory committees in the Netherlands.
9.6 Describe the themes of the Convention (refer to General Objectives 1-8 of the Strategic Plan) where you perceive the national/provincial NGOs to be most active.
The NGOs represented in the National NGO Ramsar Committee are most active in the themes mentioned under General Objectives 2, 5, and 6.
Final comments:
10.1 General comments on implementation of the Ramsar Strategic Plan.
no comments
10.2 Observations concerning the functioning of, relations with, and services provided by:
a. The Ramsar Standing Committee
b. The Ramsar Scientific and Technical Review Panel
c. The Ramsar Bureau
d. The Ramsar NGO partners
The Netherlands is a Permanent Observer to the Standing Committee of the Ramsar Convention. The background of this is the fact that the formal support organisation for the Ramsar Convention, which is Wetlands International, has its headquarters in the Netherlands. The Netherlands share this Permanent Observer position with Switzerland (host of IUCN).
With all formal Ramsar Convention partner NGOs, the Netherlands maintain strong and good relations and provides substantial support to these organisations regarding their activities in the field of wetlands and waterbirds.
10.3 Any other general observations and/or recommendations for the future.
no comments


text:
A Very Small Adventure: Riding the Bus
Published on - April 21st, 2009 (by J.D. Roth)
I had a big day today, though I'm sure many of you will laugh: I rode the bus for the first time.
Actually, I've been on buses many times before. I rode a school bus as a child, and I've used public transportation in other towns. I've even used the light-rail trains here in Portland. But I had never used the city's bus system until this afternoon.
Brave new world
I took my new-used Mini Cooper to the dealer this morning for the inspection I should have requested before I purchased it. Also, the car was due for its 60,000-mile service.
While it was in the shop, I walked around downtown Portland, taking a day to play hooky from the blog. I ran some errands. I shopped for my mom's birthday presents. (She's 61 today.) I had lunch with a friend.
After we finished eating, I called the dealer, crossing my fingers that there wouldn't be any bad news. I'm pleased to report that there's nothing major wrong with the vehicle — just normal wear-and-tear. I dodged a bullet. (The next time I buy a used car, however, I'll be sure to have it inspected first.)
All the same, there are a couple of small things that need done, including the repair of a leaking power-steering fluid line. "Can we keep the car overnight?" the dealer asked.
"Sure," I said. But I was really thinking , "How will I get home?" I thought of how much I paid for taxi fare in San Francisco last week. Then I remembered that Kris used to work just two blocks from where I was standing. She used to ride the bus to-and-from work. Why couldn't I take it home?
I lucked out; the bus I wanted was pulling to the stop just as I arrived. I hopped on board, fumbling my way through the process. "How much?" I asked the driver. He grunted and pointed at a placard listing the fares: $2.30 for an all-zone pass. I put three one-dollar bills into the ticket machine. "Where's the change?" I asked. The driver grunted and pointed to another placard that noted there's no change for bus fare.
Half an hour later, I stepped off the bus about a mile from our home. Another pleasant fifteen minutes of walking saw me safely to the door.
A small victory
I realize this is a fairly minor accomplishment, and that many of you won't see the merit in this. That's okay. It's a big deal to me. For years I've avoided the bus because I didn't know how it worked, and because I didn't know how cost-effective it was. Today I took a chance and just did it. I've added another frugal weapon to my arsenal. When the Mini dealer calls tomorrow to say my car is ready, I'll hop on the bus and head back downtown.
Because I'm that kind of geek, I calculated costs on my ride home. Is the bus cost effective? Is it time effective? I was curious. Here's what I figured out:
- The bus ride from downtown Portland to my neighborhood takes 30 minutes. It takes another 15 minutes to walk home. (There's actually another line that runs closer — I'll have to look it up.) It costs $2.30 per trip.
- To drive from downtown Portland to our house takes about 20 minutes. If we use my estimated costs for the Ford Focus I recently sold, it comes to 36.1 cents per mile, or about $3.60 per trip.
So, a round trip from our home to downtown Portland costs $4.60 and takes about 90 minutes on the bus. It costs $7.20 and takes about 40 minutes by car. (Addendum: In the comments, Robert reminds me that to go downtown, I need to pay for parking. That's true. That brings the total to $9 (or more) per round-trip.) Depending on which is more valuable to you — time or money — you might choose either the bus or a car. In my case, a car is usually the best choice. But I can certainly see how having the bus as an option could save me money sometimes (like today).
And I can understand how, for many people, public transportation can be a heck of a deal!
Note: I'm enjoying this working vacation. It's been very productive. Although I'm eager to resume writing full time, I'm actually going to stretch this current batch of guest posts until the end of the month. I have some good guest articles on personal finance basics in the queue, and this will give me time to recharge my batteries so that I can come back even stronger in May!
Welcome to the real world. Not everyone affords a car.
Also, most dealers have a courtesy van that will ferry customers to and from their repair facility; I always get a ride when the vehicle needs repair. Surprised you didn't ask about it or weren't even offered.
This sample run (even being just one trip) helps encourage me that we can actually pull this off when we try it in a couple months full-time.
The more I talk about it, the more excited I get to try it out!
Ahem. I will refrain from poking fun at your coming so late to the game of riding the bus to point out that in some cities, like San Francisco, transit users can purchase a monthly pass which offers rides on all buses, trolleys, subway, you name it. It's a great deal and a subtle encouragement to leave the car at home since, "Well, I already have my pass and I want to get the most out of it".
I also have a bus route that goes from my house to work (although only a 5 minute walk on each end). For me another benefit of the bus is I can read while riding the bus, and sometimes I will choose to ride the bus if I feel like reading that morning.
I remember feeling this way when I first moved to San Francisco. I didn't want to look like an idiot getting on the muni for the first time, but it's really not that hard. You get used to it after a single trip, and then you're just glad you don't have to park downtown.
I remember riding the muni train home late one night, a few months after I'd moved to the city, and really feeling like *I live in the city*. Nothing els gave me that "big city experience" quite like riding the train home at 1:00AM after going out to drink with some friends.
And, on a related topic — almost everything is easy after you've done it once. All those things you consider doing, but don't, because you're afraid you'll break something, or look stupid — they're mostly not that hard, and almost none of them are hard the second time. I've been restoring an old boat for a few months now, and there's been several repair jobs that I've done twice after screwing up the first try, but I haven't done a single one three times. I've learned a lot by just trying things once — Including learning that you shouldn't be afraid to fail the first time. After all, the worst thing that happens is the bus driver yells at you, or you have to call your wife to pick you up, or you have to walk home when you miss the train, or you have to tear off the fiberglass patch you just did, and do it over. None of these things are really that horrible.
Welcome to the bus, JD!
We have only one car, and could go car-free if my husband's work was a little closer. I work downtown and there are 5 buses that pass within a mile of my house. A 6th bus takes me to the max station 3 miles away. Riding my bicycle increases my flexibility even more.
I love commuting by transit. I can relax on the bus – read, do homework, sleep – and arrive refreshed, as opposed to stressed-out from driving. I used to live in LA, so I know car commuting! This is much better. In fact it's part of the reason we moved to Portland, and was a big factor in deciding where to buy a house.
We had two cars briefly. When my brother moved overseas he gave us his PT Cruiser. Keeping that car tripled our insurance costs and more than doubled our maintenance costs, even though we didn't increase our driving. I have Zipcar, so on the rare occasion we need a second car it's always available. Annual membership is ridiculously cheap, and the hourly and daily rates are not bad for every once in a while. One car – or none – is defintely the frugal choice for us.
I carpool with DH because the commuter bus from where we live just doesn't make sense (especially for two of us), luckily we work very close to each other so it isn't much of a hassle.
DH isn't comfortable with me taking the bus without him because he worries about safety. Where we used to live my friend, who commuted by bus, was accosted almost every day. Some of her encounters made her very nervous and I didn't blame her.
There are a lot of variables to consider, but I agree that it can be a very viable option in many situations.
I live in one of the Seattle Eastside suburbs and almost everyone I know who works in downtown Seattle leaves their car at a park-n-ride and takes the commuter bus. Between the stress of too much traffic and the major bucks it costs most people to park, the bus makes tons of sense.
Microsoft also started its own commuter busline that picks up at the park-n-rides to help alleviate traffic and parking woes. It's very very popular.
I'm glad to hear you survived the bus. I ride the bus most days in Portland, and it does not seem to have affected me yet.
If more people would give it a try, they would realize how efficient bus transportation is. They might also start thinking about how ridiculous it is that our city keeps spending millions of dollar on light rail and street cars: buses are much cheaper, and much more flexible.
By the way, in your cost calculation, you forgot to include parking, which can be a good chunk of change: more than your gas and wear and tear if you're in town more than a couple of hours.
To pick up on what Kevin said, don't forget the benefits of not having to pay attention to the road when you ride the bus! Catch up on reading, take notes on ideas for future posts, maybe even do some writing. Not only are you spending less money, you're actually making productive use of that time.
My husband and I have been public transit enthusiasts for years, and until recently, only owned one car. Our families both thought we were nuts, but truthfully, we never needed two. We were able to save all the cash we would have spent on payment plans, insurance, etc, and have been able to buy a new car in full.
Also, keep in mind the time it would take you to park in the city – it sounds like your 40 min is a curb-to-curb estimate, but finding parking could easily take you another 5-20 min. And cost even more.
I figure with the amount of time it takes me to park, I am actually SAVING time AND money riding the bus.
JD: the bus can actually be even cheaper! When you board and pay, ask for a transfer: it's a flimsy piece of paper that will let you continue to ride on your initial fare without paying more.
I checked trimet's (useful!) site and yours are good for 2 hours. Look at that: the bus is 25% the cost of the car.
(p.s. next time you're in SF you could arrange a reader get-together! I would totally attend.)
Portland's mass transit is WONDERFUL! Several years ago I had the experience of traveling to visit relatives in Gresham on Thanksgiving day. No car, so I took the Greyhound from Everett, WA to Portland, a local bus to the light rail station, and then the light rail out to Gresham; the station was only a 1/2 mile from their home. All very cheap, and, much to my surprise, no huge waits due to "holiday schedules"! It was a great experience.
I lived car free for 4 years, and it was great. Seattle/Tacoma/Everett have great mass transit systems, and they are adding light rail. Great mass transit programs are the single most effective way, imho, to make our cities more liveable and green.
Congratulations on your bus ride J.D.! I love public transportation because it's not only much less expensive than driving (usually), but it's also eco-friendly.
it's funny, on my way to work, there's one of those local sketchy used car dealerships on a corner where I usually have to sit at a light for a spell and I always sit and look at the cars in the small parking lot and ponder over used cars and pricing and how that place makes money and how i actually like haggling for used car prices etc. and after your post last week, they got an 05 bright yellow mini cooper that looks like yours, and now I see it and think…how can a guy who runs a blog about personal finance be so impulsive and make such a rash decision with no research…then it makes me think of all the other times there has been incorrect info posted here, or posts about spending 20$ on movie theater food…and I think about all of the "fashion experts" on tv who tell people judge red carpet dresses and tell folks what not to wear…and then i think…i need to start a blog
I totally agree with you on the "getting over it factor". In the last year alone, I had to get used to long distance commuter bus or train, subways, streetcars and occasionally a bus in the large city where I now work. I was worried about making a mistake or not knowing what to do, but the people who work for transit see a lot of people so they're probably used to it
Besides, it's been a year now and I'm sure I made mistakes but I honestly can't remember what they were. I do remember asking a lot of questions that started out "I'm new at this, could you please tell me…" and receiving a lot of friendly and helpful answers.
I wish I could take the bus to work and only have the trip be 10 minutes longer than the drive. The transit system in this city leaves some to be desired, so a 7-minute drive turns into a 40-minute bus ride, partly due to the bus routes and partly due to the 15-20 minutes of which are a wait for another bus at the half-way point.
Congratulations on your very first bus ride! You are very lucky to be near Portland, which has one of the best public transit systems there is. Everything within a certain radius of downtown is a free ride, all the time. I planned an anniversary weekend that involved a train ride there (from Centralia, WA) and locations within the free ride area, and got away with a very frugal (but memorable) vacation there. Good times.
What percentage of that cost is paid regardless of whether you go downtown or not? Are you including insurance, depreciation, and maintenance in your calculation? If so, those are paid regardless of your trips downtown. This is why people who own cars drive everywhere instead of taking the bus. Sure, the overall cost of the car per mile may be higher than the bus, but the marginal cost for each additional mile driven is usually far lower (barring things like parking in metropolitan areas) than public transit.
What I currently pay to own and operate my car is something like $1200/month. I drive about 1500miles/month. This implies a cost per mile of about $0.80.
That's not accurate, though. The first $900 (or so) of that $1200 is paid regardless of whether or not I do any driving at all. The marginal cost per mile is more like $0.20. That is cut in half again if you exclude the particular miles that contain toll booths.
The only way that these "total cost of ownership" numbers are useful as a comparison to mass transit is when you consider mass transit as an alternative to not owning a car at all. After all, it's not free to own a (legal to drive) car and leave it in your driveway all the time.
I also have never rode the bus for the same reason, I don't know how it works. Maybe sometime soon I'll give it a try.
Do you think it's different for people who *have* to take the bus as opposed to you and I who see it as fun?
Were you staying in the city when you visited SF? In that case, you should have taken the BART from the airport to the city. It would have cost less than $4.
JD, have fun experimenting with the bus! On the whole, if you're not a teenager or intoxicated or rude, Portland bus drivers are friendly, helpful folks.
One of the perks my job offers is a universal annual pass: I can get on any bus or streetcar or MAX (even the funky OHSU tram) whenever I want to just by flashing that thing. I use it so much, that when I lost one, it was worth it for me to pay the out-of-pocket amount (close to $100 for six months) to have it replaced. The bus rocks; between that, my bike and Zipcar, I haven't owned a car the entire seven years I've lived in Portland. Unfortunately, my sweetie and I are looking into getting a car so I can pursue midwifery — babies on the way require faster transportation than the bus offers!
Congrats on taking that leap. I remember having a similar aversion but then had a job in NYC and started exploring various commuter options. I prefer the train/subway over a bus personally but buses work just fine too!
You mentioned the time/money trade off. One thing that rapidly changes even having that consideration is the ability to bring your laptop or work reading on the bus and keep working. While you probably aren't likely to be as efficient as working at your home office you'll certainly more than offset any "time value" considerations.
Another thing to remember is that sometimes it is good to have "mind" time in the middle of a work day. Time to let your mind roam, allowing it to work on issues in a meditative sense. While it sounds kinda of "new agey" I have to admit that type of time always ends up being well spent when I have a problem that I'm trying to sort out. Often being in front of the computer delays that type of needed processing.
So considering these types of avenues (bring along work/mediation) the question of the value of the time makes taking public transportation far more valuable than driving!
This post made me laugh for several reasons- when I attended university in Glasgow I happily rode the subway several times a week but avoided the buses for three years because I didn't understand the fare system and the drivers weren't known for their friendly demeanor.
Also my father just turned 60 this year and was very excited to collect his free bus pass (UK) he didn't understand why I thought this was entertaining as he hasn't been on a bus in my lifetime (still hasn't used his bus pass, apparently he's waiting 4 years for my mum to get hers!)
I've used transit in many cities, I've never owned a car, but am still quite concerned about making a fool of myself and will look at all the info online first if I get the chance! Why am I so concerned about what the driver and other passengers might think of me?
I also agree with the above poster- Portland's transit is awesome, I used it quite extensively in a weekend break last year.
I find the interesting point about this. Is how unfriendly the process of catching a bus is. It is the same in Sydney Australia. Exact change required and you are expected to know which bus to catch and how much.
i have been critical of other posts and you have always handled the criticism professionally and gracefully which is sometimes hard to do over the internet. I think I originally came across this blog when trying to find a simple breakdown of IRA's for my sister and I RSS'd it. I guess sometimes I maybe hope for a little more…i dunno…"progress?" and more informative posts about finances and financial instruments etc. but your posts always have a more personable tint and stretch more about general life scenarios and how they apply to PF. I have yet to remove grs from the rss feed, and I'll venture to guess it's because of the personable writing style that is enjoyable to read, even though I was expecting more hard hitting PF…i think there was a compliment in there somewhere
For me, it is cheaper to drive because it is only a 5-mile distance to work and I drive a Honda Civic which is very fuel-efficient. I understand it may not be the best choice for the environment but I mde this choice for other reasons.
One time however, my car would not start so I took the bus for the first time. It was a 5-minute walk to the bus stop. The ride was 20 minutes to the train station then it is 2 stops to my work. It took an hour total including the walks while it takes me 15 minutes driving. Anyway, I am glad to have an alternate option when needed. I could have missed work if I did not take the bus. Portland's public transportation system is very good. You can catch it almost anywhere in the metro area.
I remember that "this is so cool!" feeling. Even though I rode the bus to and from work very often (and used my car on the weekends), it was when my car was in the shop for a month that I started to feel just… cool… for getting around the city so efficiently on public transit. That was a brief and enjoyable taste of the car-free lifestyle.
Other benefits to taking mass transit:
1) it's rarely close to door to door, so you actually get some exercise while going from place to place.
2) if you have a longer ride, you can kick back and do some quality reading
3) if you ride on a regular schedule, you start to get to know the other "regulars" on your route, so when you see them off the bus, you have a nice sense of community.
All that said, I've stopped taking the bus as much for two reasons.
First, the scheduling on my ideal route is unbelievably rigid (and doesn't mesh with the schedule that works best for me and my boss) and if I take my not-ideal route I'm looking at a two-hour commute plus two transfers–and great likelihood of missed transfer connections.
Second, I found I couldn't wrap my head around this bus commute while 8 months pregnant and in the three years since, I haven't been able to wrap my head around how to make it work with child in tow.
I'll have to check out your conversation about the car-free lifestyle, but I'd love to hear from anyone who *has* gone car-free with kids… and a sizeable commute!
Our family lived in Paris for a number of years, and I was on the bus daily. The bus system there makes it very easy to understand the routes. Last year when we were in Chicago visiting relatives, we hopped on the bus, and found it very difficult to understand where the stops were going to be (in Paris, the bus "told" you the next stop, so you were never at a loss as to where you were). Perhaps some upgrading of ease of use for newbies and visitors could make people ride more. Someone mentioned having kids on the bus…well, in Europe, kids are always on the bus. And I was always somewhat surprised to see kids about 10-11 and up on the city busses alone on their way home from school. Different way of living, and one that I sorely miss. Also, you see moms and tots in strollers…amazing how helpful people can be…if they see someone with a stroller, 9 out of 10 times, someone will help you onto the bus and make room for you. I should know..we lived there with tots in tow for several years.
One additional comment. I haven't actually tried this out, but I heard about this recently, and would like to: In the Midwest and Northeast, there is a company called Megabus, that travels from city to city almost nonstop. So, for example, I live in Cleveland, an if I want to go to Chicago again, I could get on a megabus, and it would get on the highway and stop only 1-2 quick pit stops and we would be in Chicago in about 7 hours. Much better than a Greyhound schedule, which can stop many times on a route. Plus, I can relax, read whatever on the bus. I'm hoping to try this with my family this summer.
In addition to the money and time factors we should also consider the stress factor. If you have a car, you have to worry about taking care of it (filling up the tank, oil changes, tire changes, regular check-ups, etc.) and then there're the insurance and liability issues.
If you can and choose to use public transport, you need to stay alert for schedule changes, factor in extra-time for possible delays, remember to buy a new pass every xx/days or in other ways ensure that you can pay your fare… and- of course- be prepared for all kinds of weather conditions while you wait for your ride.
I'm sure these examples are just a beginning of the stressors each of us need to take in consideration when pondering whether to be a driver or a passanger. However, if you are hovering between the two options, thinking about the stresses of each option may help you to make an informed decision.
Most bus systems allow you to bring a bicycle on the bus with you, and I'm almost 100% certain that Portland's system allows it. If you were to ride your bike to the bus, you'd shave at least 10 minutes off your commute, which might make the time savings of driving somewhat less relevant.
Love the blog man. There are many reasons to take mass transit. Keeps you in touch with the people, keeps another car off the road and once you do the math it throws less carbon dioxide into the air, and it also SLOWS you down…which is NOT a bad thing. On the bus you can read a book, meditate, work on your computer, or simply enjoy the scenery…adding no increase to your blood pressure. Shaving minutes of time is overrated in my opinion…and taking the bus adds minutes to your life because of the stress it takes away.
And better than a bus, is a bike. No carbon while burning calories and stress. No fare, no insurance, no dollars going into the tank. Portland was recently featured in the New York Times as a spot for bicycling vacationers. There are fewer bike friendly towns. Even if you ride only in the summers, think of the money you can save!
I've never had a car. I don't drive.
I'm always glad when people get out of their cars and take public transit. The more normal members of society take the bus, the better the bus will suit your needs.
A few notes on public transit:
1. A bicycle can help get rid of those 15 minute walks and 20 minute waits to travel two stops. (Or, you know, bicycling 5 miles isn't too difficult.)
2. If you're going to commute by public transit, you had better make sure you live near a convenient stop.
3. Public transit has its un-fun moments, like when it's late or cold or breaks or someone's vomiting in the seat across from you. But so do cars when there's traffic or an accident.
4. I am a big fan of trains, even if they are more expensive and less flexible than buses. A single train can carry a lot more people, move more quickly from stop to stop, doesn't add to traffic on roads, and moves smoothly so you don't get car-sick when you read.
Another thing I want to say is that I really enjoy reading your blog because you're not afraid to tell us about your mistakes. It's such a relief to know that there are other people who make embarrasing and often costly financial blunders BUT DON'T GIVE UP!
Cheers to you, J.D.!
When we were traveling in Aruba, we found that the best way to get around the island was via the public bus service. It turned a $10 cab ride into a $1 bus ride. Talk about savings!!! I wish we had more mass transit in the United States, it makes so much sense.
Hi JD,
Remember, too, that you pay a monthly insurance bill on your car, which can be broken down into a daily cost. Those of us who use public transport or bikes entirely in lieu of a car are also saving this money. Of course, if you have the car sitting at home anyway, then insurance isn't a cost you can erase.
I started riding the bus when my employer offered monthly bus passes for $9. Though it wasn't always possible to ride the bus every day, I figured if it could keep me from filling my tank at least one time per month, it more than paid for itself. I would prepare work on my laptop that I could do without a network connection, which allowed me to leave the office a little bit earlier and offset the 40 minute one way trip so I could get home at a decent hour.
One thing that was very nice (and my wife loved this) was that riding the bus forced me to a specific schedule for leaving the office. If I missed the bus, I would have to wait 30 minutes for the next one to come along. No more of this "I got busy working on something and lost track of time."
By the way, I love GRS, and you have inspired me to start a debt snowball of my own. I'm working on building my emergency fund, and once it's up, I'll be able to pay off my debts in about 20 months. Thanks again!
Car people, buy a few bus tickets and keep them in your wallet. In case you need to take the bus, you are set, no looking for change.
Go get a life man. If a blog isn't what you want it to be then don't read it. The only reason you're hypercritical is because you have no idea how much work something like this blog takes.
If you want more complex financial knowledge, why don't you take a class? Now there's an idea. If you want to learn about bond convexity or derivative decision trees, go do it. Go nuts. Quite honestly JD's articles are much more real than any of that.
What a selfish poster. I'm sorry to even have to stoop to this negativity, but something had to be said.
I stumbled across your site when I was looking for gardening info, and that led to the bus trip posting. A few observations. One is – good for you. The first step is often the hardest. As for the "sunk cost" argument – that each additional mile is a cheaper per-mile cost, is equally effective when you buy a transit pass. Whether you take one trip or one hundred, once you get a monthly pass, you're done with the cost. You're in an outstanding city for public transit, so a pass is a viable option.
The one-car option is viable. I live in the Miami area. I live three miles from work, so I can bike or even walk to work – or take a bus, for that matter. (My bike – $400 new about four years ago – is the way I get to work most of the time.) My wife and son keep the car most of the time. If the weather stinks, I get a lift or take the car for the day. When we have scheduling conflicts, when I NEED a car for work rather than want one for the sake of convenience, I rent one. Because we have insurance, I waive that and reduce that cost. The worst month of rentals amounts to $200 or $300, a real deal when compared to the cost of a second car; many months I don't need to rent at all. And if the rental breaks down, it's not my problem to fix. With a second car, we'd pay a lot for convenience; with a little effort and planning, we save quite a bit.
One last observation. Public transit in my experience is rarely faster than a car, but I've never got so much reading done in my life as when I took the Red Line to work each day in Chicago. That's at least one upside to the commute!
Here in Minneapolis, the city bus and light rail system are great! I think 80-90% of the grad students in my department take public transit to and from campus. Plus, the university heavily discounts semester-long passes. It beats biking in the winter cold/snow and summer heat or thunderstorms. One bus and one light-rail ride will get me to the airport too!
Public transit can rock if it fits your commute.
My husband actually took his first bus ride in Toronto on Sunday and was quite enthused by it too – much to my embarassment sitting next to him pointing and exclaiming like a four year old. Exciting stuff! In fairness he does use the subway almost every day, but is one of those who think the bus is a lesser form of transit than subways and steetcars.
I think everyone should know how to use the local transit system. I'm a railfan and like "A" above have never even had a driving license, but even if you use transit irregularly it's good to know the routes and schedules in case of emergency, bad weather, convenience, whatever.
unfortunately most of the economics of riding public transportation goes out the window when there's more than one traveler (not counting its environmental benefits).
Funny. I bet your fellow bus riders rolled their eyes at the "tourist".
While bussing it is not generally "fun" (due to occasional crowding and crazy/smelly people), it is useful. We live in downtown Seattle, so keeping a car would be silly, especially when there are 3 Zipcars within a block for those times when a car is better than the bus (groceries, late night trips).

subset: commoncrawl


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Golf is a game of ups and downs — striking the ball like a laser versus chunking it, getting a good hop versus getting a hop behind a tree, taking the risk of an impossible shot and making it work versus taking the same risk and having the ball come back right at you.
You can go on and on.
The key, and the professionals have this down pat, is take the ups and downs in stride.
That's what Anthony Infante just did.
Infante competed in the boys' Class 1A state championship some three weeks ago and finished 37th, a disappointment for him. At age 17, the Miami Gulliver Prep senior had the wisdom to put it behind him and this past weekend won the prestigious Dade Amateur at International Links/Melreese.
Even though Infante won by 13 strokes after a 66 on the final day, he still had his ups and downs — and conquered them — in the tournament.
Tough luck
The main down came on Saturday when he shot a 70 but had to record it as a 71.
His playing partner, who was keeping Infante's score, recorded a 71 and was in a rush to leave the course. Infante quickly also signed the scorecard. Then, shortly thereafter, he went over his round and realized "it didn't make sense" and that he had actually shot a 70.
When he reported that to tournament officials, the response — as it should be — was "tough luck" because he had put his signature on the scorecard. He had to accept the 71 rather than the 70.
"I was told I had to accept the stroke," he said. "It was frustrating."
His playing partner had put him down for a bogey on a hole on which he made a sand save for a par.
"That was a hard-fought par," Infante said, "so it made it even worse."
He went on to say, "It was a learning experience. It proves you have to be careful."
Infante also is thankful for one thing. If he had signed a card with a score lower than he shot, he would have been disqualified. So, after running away with the tournament on Sunday, what did he do?
Infante laughed and said, "I checked the scorecard five times before signing it."
Key holes
A key to Infante's victory were two of the par-3s on the backside at Melreese, Nos. 12 and 15.
He came close to a hole-in-one on both of them.
"I came within a foot of the hole on No. 12 [202 yards] and on No. 15 [155 yards] I was two feet away," he said.
He played the final three holes "conservatively" to close out the victory.
Heading west
Infante is headed to Pacific University on a scholarship, taking the up of being the best amateur in Dade County with him and also the down moment of the state high school tournament. That's the key — take both ends of the spectrum in stride.
However, that said, he couldn't resist saying, "The Dade Amateur has to be one of the biggest things I've accomplished. It's big because this is one of the biggest and best golf counties in the country."


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|nasko says:
Posted at 10:41am on August 3, 2006
|emily (Remember The Milk) says:
Good question!
Posted 8 years ago
|sorin.ionescu says:
The problem is that formal addressing is not casual in the languages that have it such as, Bulgarian, German, French, Romanian, etc.
Posted 8 years ago
|thierry says:
Sorin, the level of formality varies between languages.
Posted 8 years ago
|sorin.ionescu says:
It isn't in the middle. "Tu" is casual/rude "vous" isn't.
Posted 8 years ago
|thierry says:
Yes, I know, like in any language that has it. That's not the point.
Posted 7 years ago


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Reader Comments (Page 1 of 1)
It's part of a short chain in Lakeshire. Basically, someone's trapped under the boulder, and the brilliant minds of the locals are pushing from both sides...not making any progress. You essentially go up into the hills and mind control an ettin, then take it to the boulder and he pushes it off. Until this hotfix, you could mind control him, run to Stormwind, and have him stomp around. Lots of noise, camera shaking, etc.


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Ranch Rewards Bully Sticks 5 inch 5 pk$14.92Compare At: $34.95
Ranch Rewards Bully Sticks are high quality dog treats with the genuine bully taste. Dogs will be thrilled with these meaty dog treats.
Ranch Rewards Bully Sticks are extra thick and meaty to give dogs a long-lasting, satisfying chew. Made of all natural beef baked with a delicious smoked flavor dogs love. Treats are individually shrink-wrapped to ensure freshness. Treats may naturally vary in size and appearance.
5 pack Learn More
Ranch Rewards Bully Springs 4-6 inch 5 pk$22.92Compare At: $29.95
These spiral treats put a new twist on delicious doggie chews.
Ranch Rewards Bully Springs are made from 100% natural bully treats coiled into a fun corkscrew shape. These spirals of delicious beef give dogs a unique chewing sensation. Treats are long-lasting and have a great smoked flavor dogs love. Measure approximately 4in-6in.
5 pack Learn More
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text:
Information on "Transport"
July 2014
IHS Airport360
United States
IHS Airport360 covers global developments in aviation security, air traffic control, airport equipment and general industry news. More on «IHS Airport360»
September 2013
Air Force Association (AFA)
Arlington, United States
The Air Force Association (AFA) is a non-profit, independent, professional military and aerospace education association promoting public understanding of aerospace power and the pivotal role it plays in the security of the nation. More on «Air Force Association (AFA)»
October 2010
International Maritime Organization (IMO)
London, United Kingdom
The International Maritime Organization (IMO) is the United Nations specialized agency with responsibility for the safety and security of shipping and the prevention of marine pollution by ships. More on «International Maritime Organization (IMO)»
August 2010
Saint 7 International
Singapore, Singapore
Saint 7 International is an international maritime security services company specializing in security services for the maritime sector, both onshore and offshore. More on «Saint 7 International»
China Maritime Studies Institute (CMSI)
Newport, United States
The China Maritime Studies Institute (CMSI) is a research institute within the US Naval War College that supports the needs of the US Navy. More on «China Maritime Studies Institute (CMSI)»
July 2010
Space News
Alexandria, United States
Spacenews is a online and print publication on subjects including the latest trends in military space capabilities, breaking developments in satellite communications, or the current status of a budget. More on «Space News»
Graduate School of Public Policy (GraSPP)
Tokyo, Japan
The Graduate School of Public Policy (GraSPP) was co-established by the University of Tokyo's Graduate School for Law and Politics and its Graduate School of Economics. More on «Graduate School of Public Policy (GraSPP)»
March 2010
Petrospot Limited
Oxfordshire, United Kingdom
Petrospot is a dynamic independent publishing, training and events organization focused on the maritime, energy and transportation industries. More on «Petrospot Limited»
October 2009
Discovery Institute
Seattle, United States
Discovery Institute's mission is to make a positive vision of the future practical. More on «Discovery Institute»
August 2009
Analytical Graphics, Inc (AGI)
Exton, United States
Analytical Graphics, Inc (AGI) is a commercial provider of off-the-shelf software to national security and space professionals for integrated analysis of land, sea, air and space assets. More on «Analytical Graphics, Inc (AGI)»
- Analytical Graphics, Inc (AGI)


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Priority Parking
1036 Mission St., San Francisco, CA 94103
Sat, Sep 20, 2014 5pm to 8pm
5 spots left!
A $40.00 charge for over-sized vehicles will apply.
Amenities Included:
Upon arrival, please display your ParkWhiz parking pass face up in your dashboard.
5 people Recommend Parking Here
3 Left Comments
"Priority Parking honored my reservation...for the most part but it seemed like they didn't know the reservation allowed for re-entry parking and wish they would have been aware."
"Easy to purchase,use, and took the stress out of finding parking in an unfamiliar area."
"It was fine. Not gated or anything special, but close to the venue."
This open-air parking lot is just north of South of Market district. The entrance will have a "Public Parking Priority Parking" sign located next to the entrance. This location is also a few blocks away from The Warfield Theatre!
This location is a commercial parking lot.
Nearby destinations: The Warfield, Orpheum Theatre - San Francisco, Golden Gate Theatre, Mezzanine, Exit Theatre.
This surface lot is located on Mission St, between 6th and 7th St. The entrance will be on the north side of Mission St. This is a self park location.