When making decisions on transport projects, decision makers ought to take into account most (if not all) of the possible consequences of the different possible alternatives. A common way of evaluating transport projects ex ante is by means of Cost-Benefit Analysis (CBA). CBA allows for a clear comparison of different consequences, by describing all effects in monetary terms. In the case of long-term effects however, there are two aspects of CBA that do not allow for full consideration: CBAs are usually performed for the length of a few decades and secondly, discounting diminishes the value of long-term effects. As a consequence, long-term effects barely have an effect on the outcome of CBAs in terms of Net Present Value (NPV). This implies that if future generations will value these effects, their voice is not heard in current day choices. The findings of this study are therefor of interest to those who have chosen to represent the interests of future generations: either explicitly (e.g. politicians, civilians or interest groups stating the importance of the rights of future generations) or implicitly (scientists, policy makers or transport CBA practitioners). This thesis focuses on two specific long-term transport effects that are greatly influenced (in terms of quantities) by transport: the depletion of fossil fuel and CO2 emissions. In current Dutch transport CBA practice, the depletion of fossil fuels is completely ignored and, in terms of their long-term intergenerational consequences, CO2 emissions are not properly taken into account. Intergenerational effects being an element of the ethical theory of intergenerational justice, this leads to the first research question: Why are the long-term transport effects of fossil fuel depletion and CO2 emissions considered important from an ethical point of view? Ethical literature states that, by not taking full consideration of these two long-term effects, the current generation possible causes injustice towards future generations. When depleting resources or by causing climate change, current behavior narrows the opportunities of subsequent generations. By narrowing opportunities without creating possible compensation, the current generation causes distributive injustice. Justice being one of the first principles of morality, the long-term effects of fossil fuel depletion and CO2 emissions are not properly taken into account from an ethical point of view. This being a purely analytical argumentation as to why the effects should be taken into account, the next research question posed in this thesis is one of more practical sense: What is the perception of people on the long-term consequences of the depletion of fossil fuel and CO2 emissions? In order to find these perceptions, a so-called Q-analysis is performed. The analysis aims to find the common element in people their opinion on the matter of the long-term (intergenerational) effects of fossil fuel depletion and CO2 emissions. Three perceptions are retrieved, together explaining over half of the difference in people their opinions. The perception (or factor, as it is called) that explains most of the differences between people their viewpoints (i.e. variance) underlines the importance of considering the two long-term effects. The second factor however showed that although people care, they presume that the problems will be solved when they arise. A third factor shows ambiguity, possible being a flaw in the analysis or in the viewpoint of people. The analysis thereby provides reasons as to why (predominantly by means of factor 1) the long-term effects of fossil fuel depletion and CO2 emissions should be incorporated in ex ante transport project evaluations. The next research question answered, aims at the matter of how to incorporate the long-term effects of fossil fuel depletion and CO2 emissions in CBAs: How can the before mentioned long-term transport effects be incorporated into CBAs? Based on literature from the areas of transport, economics and ethics, methods to incorporate long-term effects in CBAs in general were retrieved. These methods are specified for the two specific effects (fossil fuel depletion and CO2 emissions) by asking five experts from the different areas for their opinion on the matter. Five methods are described in detail, which are considered serious possibilities to overcome the hampering effect of discounting on long-term effects: - Using a lower discount rate for the two long-term effects, combined with the use of an infinite time horizon for the project evaluation. - Instead of using one discount rate for the two long-term effects, the project length is divided in two periods: the first lasting several decades, the second starting at the end of the first and having an infinite length. The discount rate used for the two long-term effects is lowered in the second period. - Instead of a fixed discount rate, the rate used for the two effects declines from the start of the project to a set lowered value. - Combining the two previous methods into one leads to a two-step declining discount rate, for which in the first period the discount rate is fixed and declines in the second (again: only for the two long-term effects). - Countering the effect of discounting but not by means of the discount rate itself, this final method increases the value of the price tags of the two long-term effects. By countering the inability of CBA to consider long-term effects due to the current practice of discounting, these methods allow for a full consideration of the long-term intergenerational effects of fossil fuel depletion and CO2 emissions. Now that the how question is answered, the next research question aims at the consequences of implementing the long-term effects of fossil fuel depletion and CO2 emissions: What are the consequences when taking into account the afore mentioned long-term transport effects? By implementing the five methods into a fictitious CBA (based on the actual CBA performed for the extension of Amsterdam Airport Schiphol), quantitative outcomes are calculated. Although the impacts of the different methods differ, the overall conclusion is that, in terms of Net Present Value (NPV), taking the societal costs of fossil fuel depletion and CO2 emissions into account clearly influences the CBA outcome of a project. Sensitivity analyses show that input parameters do however have an important role in the overall outcome (especially for the price tags of the two effects), but the turning point of the CBA (where the NPV goes from positive to negative) is clearly influenced when incorporating the societal costs of both the depletion of fossil fuels and of CO2 emissions. Although having a significant effect on the outcome of the hypothetical CBA, there are several elements to this research that ought to be taken into consideration before the conclusions can be implemented in general practice. Three considerations are discussed, and areas for further research are mentioned: - The performed implementation methods require further attention. More methods ought to be tested in a more elaborated fashion, and some form of ranking should be applied in order to choose one specific method. - The performed analysis into the societal perceptions on the matter ought to be extended: the used statements have to be verified for their completeness and the respondent sample should be checked for representation of all possible viewpoints. - The reasoning behind the used price tags for the societal costs of fossil fuel depletion and CO2 emissions can be made more explicit, showing a more reasoned willingness-to-pay of the public. These recommendations for further research show several steps considered necessary before the conclusions drawn in this thesis can be extrapolated (by for instance transport policy makers) to general conclusions on the inclusion of long-term transport effects in CBAs. However, when these recommendations were to be performed, the conclusions (possibly: depending on the findings of to-be performed research) lead to possibilities to incorporate long-term transport effects in CBAs, providing a standard practice for dealing with long-term transport effects in CBAs.