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306 R. Kemp Table 5 Overview of functions of front runner desk for innovators and policy Functions for innovators Functions for policy Obtain financial support from existing instruments To make existing instruments more conducive for innovation To get into contact with relevant agencies and government people Overcoming legal problems and problems with permits To widen their network and strengthen the organisational set up of the innovation trajectory Business support and public relation help for the successful market introduction Weterings (2006) To improve policy coordination between ministries and within ministries To stimulate case-sensitive implementation of existing and new policy To stimulate policy development in areas of the innovation chain not well covered by policy To be serviceable to business in a case-sensitive way 5. The government will stimulate the creation of standards for intelligent transport systems (ITS). Special attention is given to electronic systems for mobility payment which will become the basis for future payment and funding of infrastructure. The government will investigate the consequences of an increased use of plug-in hybrids and other electric vehicles for the electricity grid and will execute a large-scale test at the level of a neighbourhood district. 6. The government will take steps towards a consistent and continuing fiscal support for sustainable vehicles and for transparent information supply about such vehicles for consumers. The national government will support the leasing market for sustainable vehicles. 7. The national government will work with Airport Schiphol for making Schiphol more sustainable. Source: Innovatieagenda Energie (2008, pp. 40–41) Technological and organisational capabilities are being created endogenously, alongside strategic knowledge and aligned policies. Alignment between sociotechnical developments and policy is being achieved in various ways: through the (programming) activities of transition platforms and taskforces, a frontrunners desk, specially commissioned research into the development of transition paths, the transitions knowledge centre (KCT), the competence centre for transitions (CCT), and transition experiments. There are also regular interactions between transition researchers, practitioners and government. The government funded a 10 million social research programme on transitions. Researchers meet with practitioners at special network days and are involved in the government-funded innovation programmes for sustainable energy mobility, buildings, agriculture and health care. The author of this article was involved in a workshop with project managers of the Transumo programme, a 30 million programme for sustainable mobility involving 150 organisations. In the workshop project managers were asked to reflect on the following questions: & Does the project offer a contribution to a societal problem (challenge)? Which challenge is this?
The Dutch energy transition approach 307 & Is it informed by a vision of sustainable mobility? Is it designed to learn about this vision? & Is it part of a transition path? If so, what path? & Is it oriented towards demonstration or learning? Does it learn about sustainability aspects, markets, how various actors may be enrolled and how the project may be scaled up? These questions helped them to reflect on their project in a novel way. 3.1.2 Policy integration and cooperation The energy transition is something for all domains and layers of government. It involved various ministries and many different dossiers. For example, in the area of sustainable mobility a task force for mobility management has been set up to think about ways to reduce congestion not through road pricing but through flexible working times, teleworking, promoting the use of bicycles and public transport for commuting, which are being supported by business and workers. IPE is engaged in coordination activities for offshore wind power: allocation of spots, safety, financing of power cables. On this topic they have some influence, on other topics such as environmental regulations and fiscal measures it does not have great influence. It is also wrong to think that the platform’s choices are fully limitative for innovation. The official paths have an advantage but they do not foreclose other paths. New initiatives may emerge outside the platforms through parliament or because certain powerful parties in society are able to secure policy support for it. An example is the programme for battery electric vehicles which was defined by others. A coalition of NGOs, business (Essent, Better Place), finance (ING, Rabo) and the Urgenda (a coalition for sustainability action) successfully lobbied Ministers and parliament to give special support to BEVs. The platform for sustainable mobility was critical about the programme, it considered the hybrid-route more promising given the present state of development of batteries and thought that the goal of 1 million battery electric cars in 2025 was unrealistic but is working constructively with this initiative. On the whole policy coordination has improved in the last 6 years. For example, battery electric vehicles, hybrid electric vehicles and low-emission other vehicles are subject to special fiscal treatment. 10 There is more co-operation between Ministries and between government, business, research and civil society. There is also more co-operation of national initiatives and regional initiatives. The platforms are also working together more than before. For example, the platform for sustainable electricity supply (working group decentralised infrastructure) is investigating issue of charging stations for (plug-in hybrid) electric vehicles: technical standards for vehicle charge points, the capacity implications of a big fleet of (plug-in hybrid) for the electricity systems with different technical configurations, how to avoid 10 In the Netherlands many vehicles are leased from companies. People driving a leased vehicle must add 25% of the value of the car to their income before taxes and pay taxes over this extra sum. If you lease a battery electric vehicle, 10% of the value of the car is subjective to income taxes; for hybrid electric vehicles it is 14%. Charging points are up for a fiscal advantage of 20%. The tax incentives for cars proved very effective: in the first 5 months of 2009, 7456 hybrid electric cars were sold in the Netherlands, an increase of 63% compared to the same period in 2008. Between 2008 and 2009 the number of HEV doubled: from 11,000 to 23,000.
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