Category Archives: Bodies and Objectives

European transport policy aims to reconcile the growing mobility needs of citizens with the requirements of sustainable development. In this regard, it is also related to the development of the internal market and the opening up of competition, to conditions for innovation and to the integration of transport networks. The issue of user safety and protection is also crucial for the transport sector. In addition, different European Union specialist agencies work towards achieving these objectives.

Bodies and objectives

Leave a reply

Bodies and objectives

Outline of the Community (European Union) legislation about Bodies and objectives

Topics

These categories group together and put in context the legislative and non-legislative initiatives which deal with the same topic.

Transport > Bodies and objectives

Bodies and objectives

GENERAL OBJECTIVES OF TRANSPORT POLICIES

Roadmap to a Single European Transport Area: Towards a competitive and resource efficient transport system
Green Paper: Towards a new culture for urban mobility
Keep Europe moving – Sustainable mobility for our continent. Mid-term review of the 2001 White Paper
White paper: European transport policy for 2010
Freight transport logistics in Europe
Cohesion and transport
Internalisation of external transport costs

AGENCIES AND BODIES

Trans-European Transport Network Executive Agency
European railway agency
European GNSS Agency
Accession to the Intergovernmental Organisation for International Carriage by Rail (OTIF)
Maritime safety: European Maritime Safety Agency
Civil aviation and the European Aviation Safety Agency
European Energy and Transport Forum

Roadmap to a Single European Transport Area: Towards a competitive and resource efficient transport system

Leave a reply

Roadmap to a Single European Transport Area: Towards a competitive and resource efficient transport system

Outline of the Community (European Union) legislation about Roadmap to a Single European Transport Area: Towards a competitive and resource efficient transport system

Topics

These categories group together and put in context the legislative and non-legislative initiatives which deal with the same topic.

Transport > Bodies and objectives

Roadmap to a Single European Transport Area: Towards a competitive and resource efficient transport system

Document or Iniciative

Commission White Paper of 28 March 2011: “Roadmap to a Single European Transport Area – Towards a competitive and resource efficient transport system” [COM (2011) 144 final – Not published in the Official Journal].

Summary

In this White Paper, the Commission sets out to remove major barriers and bottlenecks in many key areas across the fields of transport infrastructure and investment, innovation and the internal market. The aim is to create a Single European Transport Area with more competition and a fully integrated transport network which links the different modes and allows for a profound shift in transport patterns for passengers and freight. To this purpose, the roadmap puts forward 40 concrete initiatives for the next decade, explained in detail in the Commission Staff Working Document accompanying the White Paper.

The White Paper shows how we can achieve the transformation of our transport system, keeping our objective to reduce CO₂ emissions by 60 % by 2050 through:

developing and deploying new and sustainable fuels and propulsion systems;
optimising the performance of multimodal logistic chains, including by making greater use of more energy-efficient modes;
increasing the efficiency of transport and of infrastructure use with information systems (including SESAR and Galileo) and market-based incentives (such as the application of “user pays” and “polluter pays” principles).

It also sets ten goals to guide policy and measure our progress inter alia on:

phasing out conventionally fuelled cars and trucks from cities by 2050;
shifting 30 % of medium and long distance road freight to other modes by 2030;
using cars for less than half of middle distance travel by 2050; or
halving road traffic deaths by 2020 and achieving near-zero casualties in road transport by 2050.

In order to implement the above goals, a genuine single European transport area needs to be established by eliminating all existing barriers between modes and national systems, easing the process of integration and facilitating the emergence of multinational and multimodal operators. A single European transport area would facilitate the movement of EU citizens and freight, reduce costs and improve the sustainability of EU transport. A transformation of the current European transport system will only be possible through a combination of initiatives at all levels and covering all transport modes.

In air transport, the initiatives include the completion of the Single European Sky, the deployment of the future European air traffic management system (SESAR), as well as revising the Slot Regulation to make more efficient use of airport capacity. In rail transport, the initiatives include the development of a Single European Railway Area, opening the domestic rail passengers market to competition, and establishing an integrated approach to freight corridor management. In maritime transport, the European Maritime Transport Space without Barriers should be further developed into a “Blue Belt” of free maritime movement both in and around Europe, with waterborne transport being used to its full potential. In road transport, the initiatives include the review of the market situation of road freight transport as well as the degree of convergence on road user charges, social and safety legislation, transposition and enforcement of legislation in EU countries.

The Commission also proposes initiatives concerning e-Freight, the EU approach to jobs and working conditions across transport modes, security of cargo and land transport. Proposed initiatives also aim to improve the safety in all transport modes, including civil aviation safety and the transport of dangerous goods.

Innovation is also paramount to this strategy and the EU recognises the need to promote the development and use of new technologies. The Commission therefore proposes a regulatory framework for innovative transport, including:

appropriate standards for CO₂ emissions of vehicles in all transport modes;
vehicle standards for noise emission levels;
public procurement strategies to ensure rapid up take of new technologies;
rules on the interoperability of charging infrastructure for clean vehicles;
guidelines and standards for refuelling infrastructures.

One of the White Paper’s top priorities is to complete the trans-European transport network: TEN-T. This is essential for creating employment and economic growth because the network aims to provide a seamless chain linking all modes of transport – air, rail, road and sea.

Finally, to promote sustainable behaviour in EU transport, the White Paper puts forward the following initiatives:

promote awareness of alternative means of transport (walking, cycling, car sharing, park & ride, intelligent ticketing);
review and develop vehicle labelling for CO₂ emissions and fuel efficiency;
encourage carbon footprint calculators, allowing better choices and easier marketing of cleaner transport solutions;
include eco-driving requirements in the future revisions of the driving licence directive;
consider reducing maximum speed limits of light commercial road vehicles, to decrease energy consumption and enhance road safety.

Internalisation of external transport costs

Leave a reply

Internalisation of external transport costs

Outline of the Community (European Union) legislation about Internalisation of external transport costs

Topics

These categories group together and put in context the legislative and non-legislative initiatives which deal with the same topic.

Transport > Bodies and objectives

Internalisation of external transport costs

Document or Iniciative

Communication from the Commission to the European Parliament, the Council, the Economic and Social Committee and the Committee of the Regions of 8 July 2008 “Strategy for the internalisation of external costs” [COM(2008) 435 final – Not published in the Official Journal].

Summary

Transport users have to pay the costs related to the use of their mode of transport (fuel, insurance, etc.). Such costs are considered private in the sense that they are paid directly by the user. Transport users also generate external costs, negative externalities (delays as a result of congestion, health problems caused by noise and air pollution, greenhouse gas emissions, etc.), which they do not bear directly and which have a cost to society as a whole. The sum of the private and external costs of transport gives its social
cost.

Internalisation involves reflecting the external costs in the price of transport. However, only a price based on the total social costs will take account of the services used and the consumption of resources. The aim is to make users more aware of the costs they generate and to encourage them to change their behaviour in order to reduce them.

Instruments

The main economic instruments for internalising external costs are taxation, tolls and CO2 emissions trading. However, each external cost has specific characteristics which require the use of appropriate instruments. Some external costs relate to the use of infrastructure, vary according to time and place and are highly localised (congestion, noise, accidents and pollution). This justifies the use of differentiated charging which takes these variations into account. Other external costs, such as climate change, are global and a result of energy consumption. It is therefore more appropriate to use an instrument directly linked to that consumption, such as a fuel tax.

The Commission points out that ensuring that the internal market continues to function properly, a basic principle of the European Union (EU), is essential. Consequently, it must avoid overcharging as this could hamper freedom of movement. Fragmentation of the market must also be avoided. Setting commonprinciplesfor all Member States, together with a monitoring system, should prevent any discrimination and ensure market transparency.

General principles for internalisation

The accepted general principle for the internalisation of external transport costs is “social marginal cost charging”. According to this approach, transport prices should correspond to the additional short-term cost generated by one extra person using the infrastructure. Charging based on the additional costs imposed on society would help ensure fair treatment of both transport users and non-users and would create a direct link between the use of shared resources and payment on the basis of the “polluter pays” and “user pays” principles. The Commission proposes common principles and a common methodology for calculating the external costs of congestion, air pollution, noise and climate change.

As it would be difficult for one internalisation mechanism to be applicable to all forms of transport, the Commission anticipates that the same principle will be applied using different instruments.

Road haulage sector

The Commission proposes revising the “Eurovignette” Directive (see related acts) in order to enable internalisation of external costs. Furthermore, the Commission will propose an Intelligent Transport System Action Plan aimed at increasing the use of technology. Finally, the Commission is to adopt Decisions to implement interoperability of electronic toll systems, as provided for in Directive 2004/52/EC.

Urban mobility

Following the debate launched by the publication of the Green Paper on urban transport, the Commission will start to implement actions on sustainable urban mobility.

Passenger cars

A proposal on passenger car related taxes is under discussion. In particular, it provides for the restructuring of existing taxes in order to take CO2 emissions into account.

Rail transport

Directive 2001/14/EC already allows internalisation of external costs, under certain conditions. Moreover, the Commission has published a Communication on noise reduction measures (see related acts).

Air transport

The Commission put forward a proposal to include CO2 emissions from the aviation sector in the European Emissions Trading System (ETS) and is drawing up another proposal aimed at reducing nitrogen oxide (NOx) emissions. Finally, as part of the “airport package”, the Commission put forward a Directive on airport charges, which could include differentiated charging on the basis of environmental damage.

Maritime transport and inland waterways

The Commission may put forward a proposal to include the maritime sector in the ETS. With regard to inland waterways, the Commission points out that the internalisation of external costs could revitalise inland waterway transport, given the energy efficiency of this mode of transport.

Use of revenue

The Commission points out that there is a considerable need for funding to make transport sustainable (research, innovation, infrastructure, development of public transport, etc.). It believes that revenue generated by internalisation should be earmarked for the transport sector and the reduction of external costs.

RELATED ACTS

Communication from the Commission to the European Parliament and the Council of 8 July 2008 on “Greening Transport
”
[COM(2008) 433 final – Not published in the Official Journal].

Communication from the Commission to the European Parliament and the Council of 8 July 2008 on “Rail noise abatement measures addressing the existing fleet”
[COM(2008) 432 final – Not published in the Official Journal].
As part of measures to tackle noise pollution, the Commission is putting forward a proposal to launch a programme to reduce noise pollution generated by freight trains. In order to encourage railway undertakings to proceed with retrofitting wagons, the Commission considers putting in place noise-differentiated track access charges, in particular. In the course of the recast of Directive 2001/14/EC, the Commission will propose legal requirements for the implementation of such charges, following the principle that infrastructure charges can take account of the cost of the environmental impact of train operations.

Proposal for a Directive of the European Parliament and of the Council of 8 July 2008 amending Directive 1999/62/EC on the charging of heavy goods vehicles for the use of certain infrastructures
[COM(2008) 436 final – Not published in the Official Journal].
The revision of the “Eurovignette” Directive should enable Member States to internalise costs related to pollution and congestion caused by heavy goods (external costs). They will also be able to integrate an amount which reflects the cost of air and noise pollution caused by traffic and the cost of congestion imposed upon other vehicles into tolls levied on heavy goods vehicles. The amounts will vary depending on the Euro emission category, the distance travelled, the location and time of use of roads. Member States must use the revenue gained in this way on projects related to developing sustainable transport. The charge must be collected through electronic systems which do not create hindrance to the free flow of traffic or local nuisance at tollbooths. Moreover, the scope of the Directive is intended to extend beyond the trans-European transport network.

White paper: European transport policy for 2010

Leave a reply

White paper: European transport policy for 2010

Outline of the Community (European Union) legislation about White paper: European transport policy for 2010

Topics

These categories group together and put in context the legislative and non-legislative initiatives which deal with the same topic.

Transport > Bodies and objectives

White paper: European transport policy for 2010

This document aims to strike a balance between economic development and the quality and safety demands made by society in order to develop a modern, sustainable transport system for 2010.

Document or Iniciative

White Paper submitted by the Commission on 12 September 2001: “European transport policy for 2010: time to decide” [COM(2001) 370 final – Not published in the Official Journal].

Summary

The Commission has proposed 60 or so measures to develop a transport system capable of shifting the balance between modes of transport, revitalising the railways, promoting transport by sea and inland waterway and controlling the growth in air transport. In this way, the White Paper fits in with the sustainable development strategy adopted by the European Council in Gothenburg in June 2001.

The European Community found it difficult to implement the common transport policy provided for by the Treaty of Rome. The Treaty of Maastricht therefore reinforced the political, institutional and budgetary foundations for transport policy, inter alia by introducing the concept of the trans-European network (TEN).

The Commission’s first White Paper on the future development of the common transport policy, published in December 1992, put the accent on opening up the transport market. Ten years later, road cabotage has become a reality, air safety standards in the European Union are now the best in the world and personal mobility has increased from 17 km a day in 1970 to 35 km in 1998. In this context, the research framework programmes have been developing the most modern techniques to meet two major challenges: the trans-European high-speed rail network and the Galileo satellite navigation programme.

However, the more or less rapid implementation of Community decisions according to modes of transport explains the existence of certain difficulties, such as:

unequal growth in the different modes of transport. Road now takes 44% of the goods transport market compared with 8% for rail and 4% for inland waterways. On the passenger transport market, road accounts for 79%, air for 5% and rail for 6%;
congestion on the main road and rail routes, in cities and at certain airports;
harmful effects on the environment and public health and poor road safety.

Economic development combined with enlargement of the European Union could exacerbate these trends.

Road transport

– Objectives: To improve quality, apply existing regulations more effectively by tightening up controls and penalties.

– Figures: For carriage of goods and passengers, road transport dominates as it carries 44% of freight and 79% of passenger traffic. Between 1970 and 2000, the number of cars in the European Union trebled from 62.5 million to nearly 175 million.

– Problems: Road haulage is one of the sectors targeted because the forecasts for 2010 point to a 50% increase in freight transport. Despite their capacity to carry goods all over the European Union with unequalled flexibility and at an acceptable price, some small haulage companies are finding it difficult to stay profitable. Congestion is increasing even on the major roads and road transport alone accounts for 84% of CO2 emissions attributable to transport.

– Measures proposed: The Commission has proposed:

to harmonise driving times, with an average working week of not more than 48 hours (except for self-employed drivers);
to harmonise the national weekend bans on lorries;
to introduce a driver attestation making it possible to check that the driver is lawfully employed;
to develop vocational training;
to promote uniform road transport legislation;
to harmonise penalties and the conditions for immobilising vehicles;
to increase the number of checks;
to encourage exchanges of information;
to improve road safety and halve the number of road deaths by 2010;
to harmonise fuel taxes for commercial road users in order to reduce distortion of competition on the liberalised road transport market.

Rail transport

– Objectives: To revitalise the railways by creating an integrated, efficient, competitive and safe railway area and to set up a network dedicated to freight services.

– Figures: Between 1970 and 1998 the share of the goods market carried by rail in Europe fell from 21% to 8.4%, whereas it is still 40% in the USA. At the same time, passenger traffic by rail increased from 217 billion passenger/kilometres in 1970 to 290 billion in 1998. In this context, 600 km of railway lines are closed each year.

– Problems: The White Paper points to the lack of infrastructure suitable for modern services, the lack of interoperability between networks and systems, the constant search for innovative technologies and, finally, the shaky reliability of the service, which is failing to meet customers’ expectations. However, the success of new high-speed rail services has resulted in a significant increase in long-distance passenger transport.

– Measures proposed: The European Commission has adopted a second ” railway package ” consisting of five liberalisation and technical harmonisation measures intended for revitalising the railways by rapidly constructing an integrated European railway area. These five new proposals set out:

to develop a common approach to rail safety with the objective of gradually integrating the national safety systems;
to bolster the measures of interoperability in order to operate transfrontier services and cut costs on the high-speed network;
to set up an effective steering body – the European Railway Agency – responsible for safety and interoperability;
to extend and speed up opening of the rail freight market in order to open up the national freight markets;
to join the Intergovernmental Organisation for International Carriage by Rail (OTIF).

This “railway package” will have to be backed up by other measures announced in the White Paper, particularly:

ensuring high-quality rail services;
removing barriers to entry to the rail freight market;
improving the environmental performance of rail freight services;
gradually setting up a dedicated rail freight network;
progressively opening up the market in passenger services by rail;
improving rail passengers’ rights.

Air transport

– Objectives: To control the growth in air transport, tackle saturation of the skies, maintain safety standards and protect the environment.

– Figures: The proportion of passenger transport accounted for by air is set to double from 4% to 8% between 1990 and 2010. Air transport produces 13% of all CO2 emissions attributed to transport. Delays push up fuel consumption by 6%.

– Problems: To sustain such growth, air traffic management will need to be reformed and airport capacity improved in the European Union. Eurocontrol (the European Organisation for the Safety of Air Navigation) is limited by a decision-making system based on consensus.

– Measures proposed: Creation of the Single European Sky is one of the current priorities, due to the following measures:

a regulatory framework based on common rules on use of airspace;
joint civil/military management of air traffic;
dialogue with the social partners to reach agreements between the organisations concerned;
cooperation with Eurocontrol;
a surveillance, inspection and penalties system ensuring effective enforcement of the rules.

Besides this restructuring of the airspace, the Commission wishes to harmonise the qualifications for air traffic controllers by introducing a Community licence for air traffic controllers.

Alongside creation of the single sky, more efficient use of airport capacity implies defining a new regulatory framework covering:

the amendment of slot allocation in 2003. Airport slots grant the right to take off or land at a specific time at an airport. The Commission will propose new rules on this subject ;
an adjustment of airport charges to encourage the redistribution of flights throughout the day;
rules to limit the adverse impact on the environment. The air industry must get to grips with problems such as the noise generated by airports. The European Union must take account of the international commitments entered into within the International Civil Aviation Organisation (ICAO). With this in mind, the European Commission recently adopted a proposal for a directive to ban the noisiest aircraft from airports in Europe. In 2002 the ICAO will have to take specific measures to reduce greenhouse gas emissions. Consideration is also being given to taxes on kerosene and the possibility of applying VAT to air tickets;
intermodality with rail to make the two modes complementary, particularly when the alternative of a high-speed train connection exists;
establishment of a European Aviation Safety Authority (EASA) to maintain high safety standards;
reinforcement of passenger rights, including the possibility of compensation when travellers are delayed or denied boarding.

Sea and inland waterway transport

– Objectives: To develop the infrastructure, simplify the regulatory framework by creating one-stop offices and integrate the social legislation in order to build veritable “motorways of the sea”.

– Figures: Since the beginning of the 1980s, the European Union has lost 40% of its seamen. For all that, ships carry 70% of all trade between the Union and the rest of the world. Each year, some two billion tonnes of goods pass through European ports.

– Problems: Transport by sea and transport by inland waterway are a truly competitive alternative to transport by land. They are reliable, economical, clean and quiet. However, their capacity remains underused. Better use could be made of the inland waterways in particular. In this context, a number of infrastructure problems remain, such as bottlenecks, inappropriate gauges, bridge heights, operation of locks, lack of transhipment equipment, etc.

– Measures proposed: Transport by sea and transport by inland waterway are a key part of intermodality, they allow a way round bottlenecks between France and Spain in the Pyrenees or between Italy and the rest of Europe in the Alps, as well as between France and the United Kingdom and, looking ahead, between Germany and Poland.
The Commission has proposed a new legislative framework for ports which is designed:

to lay down new, clearer rules on pilotage, cargo-handling, stevedoring, etc.;
to simplify the rules governing operation of ports themselves and bring together all the links in the logistics chain (consignors, shipowners, carriers, etc.) in a one-stop shop.

On the inland waterways, the objectives are:

to eliminate bottlenecks;
to standardise technical specifications;
to harmonise pilots’ certificates and the rules on rest times;
to develop navigational aid systems.

Intermodality (combined transport)

– Objectives: To shift the balance between modes of transport by means of a pro-active policy to promote intermodality and transport by rail, sea and inland waterway. In this connection, one of the major initiatives is the ” Marco Polo ” Community support programme to replace the current PACT (Pilot Action for Combined Transport) programme.

– Figures: The PACT programme launched 167 projects between 1992 and 2000. The new “Marco Polo” intermodality programme has an annual budget of 115 million euros for the period between 2003-2007.

-Problems: The balance between modes of transport must cope with the fact that there is no close connection between sea, inland waterways and rail.

– Measures proposed: The “Marco Polo” intermodality programme is open to all appropriate proposals to shift freight from road to other more environmentally friendly modes. The aim is to turn intermodality into a competitive, economically viable reality, particularly by promoting motorways of the sea.

Bottlenecks and trans-European networks

– Objectives: To construct the major infrastructure proposed in the trans-European networks (TENs) programme, identified by the 1996 guidelines, as well as the
priority projects selected at the 1994 Essen European Council .

– Figures: Of the 14 projects selected in Essen, three have now been completed and six others, which are in the construction phase, were expected to be finished by 2005, states the Communication.

– Problems: The delays in completing the trans-European networks are due to inadequate funding. In the case of the Alpine routes which require the construction of very long tunnels, it is proving difficult to raise the capital to complete them. The Commission has proposed, in particular, completion of the high-speed railway network for passengers, including links to airports, and a high-capacity rail crossing in the Pyrenees.

– Measures proposed: The Commission has proposed two-stage revision of the trans-European network guidelines. The first stage, in 2001, was to revise the TEN guidelines adopted in Essen to eliminate bottlenecks on the main routes. The second stage in 2004 will focus on motorways of the sea, airport capacity and pan-European corridors on the territory of candidate countries. The Commission is looking at the idea of introducing the concept of declaration of European interest where specific infrastructure is regarded as being of strategic importance to the smooth functioning of the internal market.
The priority projects are:

completing the Alpine routes on grounds of safety and capacity;
making it easier to cross the Pyrenees, in particular, by completing the Barcelona-Perpignan rail link;
launching new priority projects, such as the Stuttgart-Munich-Salzburg/Linz-Vienna TGV/combined transport link, the Fehmarn Belt linking Denmark and Germany, improving navigability on the Danube between Straubing and Vilshofen, the Galileo radionavigation project, the Iberian high-speed train network and addition of the Verona-Naples and Bologna-Milan rail links plus extension of the southern European TGV network to N?mes in France;
improving tunnel safety by having specific safety standards for both railway and road tunnels.

On infrastructure funding and technical regulations, the Commission has proposed:

changes to the rules for funding the trans-European network to raise the maximum Community contribution to 20%. This would apply to cross-border rail projects crossing natural barriers, such as mountain ranges or stretches of water, as well as to projects in border areas of the candidate countries;
establishment of a Community framework to channel revenue from charges on competing routes (for example, from heavy goods vehicles) towards rail projects in particular;
a directive designed to guarantee the interoperability of toll systems on the trans-European road network.

Users

– Objectives: To place users at the heart of transport policy, i.e. to reduce the number of accidents, harmonise penalties and develop safer, cleaner technologies.

– Figures: In 2000 road accidents killed over 40 000 people in the European Union. One person in three will be injured in an accident at some point in their lives. The total annual cost of these accidents is equivalent to 2% of the EU’s GNP.

– Problems: Road safety is of prime concern for transport users. However, spending fails to reflect the severity of the situation. Users have the right to know what they are paying and why. Ideally, the charge for use of infrastructure should be calculated by adding together maintenance and operating costs plus external costs stemming from, for example, accidents, pollution, noise and congestion. Finally, non-harmonisation of fuel taxes is another obstacle to smooth operation of the internal market.

– Measures proposed:

On road safety, the Commission has proposed:

a new road safety action programme covering the period 2002-2010 to halve the number of deaths on the roads;
harmonisation of penalties, road signs and blood-alcohol levels;
development of new technologies such as electronic driving licences, speed limits for cars and intelligent transport systems as part of the e-Europe programme. In this connection, progress is being made on protection of vehicle occupants, on making life safer for pedestrians and cyclists and on improving vehicle-speed management.

On charging for use of infrastructure, the Commission has proposed:

a framework directive to establish the principles of infrastructure charging and a pricing structure, including a common methodology to incorporate internal and external costs and aiming to create the conditions for fair competition between modes.
(a) In the case of road transport, charges will vary according to the vehicle’s environmental performance (exhaust gas emissions and noise), the type of infrastructure (motorways, trunk and urban roads), distance covered, axle weight and degree of congestion.
(b) In the case of rail transport, charges will be graduated according to scarcity of infrastructure capacity and adverse environmental effects.
(c) In the case of maritime transport, the measures proposed will be linked to maritime safety;
a directive on the interoperability of toll systems to be put in place on the trans-European road network.

On fuel tax, the Commission has proposed:

separating fuel taxes for private and commercial uses,
establishing harmonised taxation of fuel used for commercial purposes.

Other measures have been proposed to improve intermodality for multimodal journeys, in particular for those using rail and air successively, including integrated ticketing and improvements in baggage handling.

Related Acts

Communication from the Commission to the Council and the European Parliament, of 22 June 2006, on the mid-term review of the White Paper on transport published in 2001 “Keep Europe moving – Sustainable mobility for our continent” [COM(2006) 314 final – Not published in the Official Journal].

Accession to the Intergovernmental Organisation for International Carriage by Rail

Leave a reply

Accession to the Intergovernmental Organisation for International Carriage by Rail

Outline of the Community (European Union) legislation about Accession to the Intergovernmental Organisation for International Carriage by Rail

Topics

These categories group together and put in context the legislative and non-legislative initiatives which deal with the same topic.

Transport > Bodies and objectives

Accession to the Intergovernmental Organisation for International Carriage by Rail (OTIF)

This is to recommend to the Council to authorise the Commission to negotiate an agreement setting out the conditions for Community accession to the Intergovernmental Organisation for International Carriage by Rail.

Document or Iniciative

Recommendation for a Council Decision authorising the Commission to negotiate the conditions for Community accession to the Convention concerning International Carriage by Rail (COTIF) of 9 May 1980, as amended by the Vilnius Protocol of 3 June 1999 [COM(2002) 24 final – Not published in the Official Journal].

Summary

The entry into force in 1985 of the 1980 Convention concerning International Carriage by Rail (COTIF) marked the birth of the Intergovernmental Organisation for International Carriage by Rail, known today as OTIF.
This Convention was signed in Bern and amended by the Vilnius Protocol in 1999. The Protocol is unlikely to enter into force before 2004, according to estimates of the ratification process.
The aim is to establish a system of uniform law applicable to the carriage of passengers, baggage and freight in direct international traffic between Member States.

OTIF currently comprises 41 countries:

all European states excluding the successor states of the former Soviet Union (except Lithuania and Latvia);
four states in the Middle East (Iraq, Iran, Lebanon and Syria);
three states in North Africa (Algeria, Morocco and Tunisia).

The headquarters of the organisation are in Bern and its constituent bodies are: the general assembly, the administrative and financial committee, the revision committee, the committee of experts for the carriage of dangerous goods and the central office for international carriage by rail.

The main tasks of OTIF concern:

international rail transport law (passenger and freight traffic);
carriage of dangerous goods;
contracts for the use of vehicles ;
contracts for the use of railway infrastructure;
validation of technical standards and adoption of uniform technical specifications for railway equipment;
removal of obstacles to the crossing of frontiers in international rail transport;
participation in the preparation of other international conventions concerning rail transport.

Accession to the Convention is open to regional economic integration organisations such as the European Community. In this context, the issue of membership was raised when the directive on the interoperability of the rail system was presented.

Furthermore, the new proposals on rail transport directly concern the areas covered by the Vilnius Protocol, in particular passengers rights, obligations of freight operators and interoperability.

During the negotiations, the Commission will in particular have to:

ensure that, in the areas where competence lies with the Community, it has the same number of votes as all its Member States together;
declare that the uniform rules on the validation of technical standards and the approval of railway equipment used in international transport will not apply where these areas are already covered by Community legislation;
reserve the right not to apply certain provisions of the other Appendices to the Protocol;
stipulate that the deconnection clause, under which countries’ obligations as EU Member States take precedence over those contracted by them in COTIF, also applies to the European Community as a member.

Related Acts

Proposal for a Council Decision on the conclusion by the European Community of the Agreement on the Accession of the European Community to the Convention concerning International Carriage by Rail (COTIF) of 9 May 1980, as amended by the Vilnius Protocol of 3 June 1999 [COM(2003) 696 final – Not published in the Official Journal].

The accession of the Community to COTIF should promote the development of rail transport throughout Europe, through improved technical and administrative interoperability of rail systems, and help rebalance the roles of the different modes of transport in favour of rail.

Cohesion and transport

Leave a reply

Cohesion and transport

Outline of the Community (European Union) legislation about Cohesion and transport

Topics

These categories group together and put in context the legislative and non-legislative initiatives which deal with the same topic.

Transport > Bodies and objectives

Cohesion and transport

Document or Iniciative

Communication from the Commission to the Council, the European Parliament, the Economic and Social Committee and the Committee of the Regions of 14 January 1999: “Cohesion and Transport” [COM (1998) 806 final- Not published in the Official Journal].

Summary

Transport policy plays a major role in strengthening the economic and social cohesion of the European Union. Firstly, it helps reduce regional disparities, particularly by improving access to island and peripheral regions. It also has a beneficial effect on employment, by encouraging investment in transport infrastructure and assisting workers’ mobility.

The European Regional Development Fund (ERDF) and the Cohesion Fund have done much to help finance transport infrastructure, notably in regions where development is lagging behind (the so-called ‘Objective 1’ regions) and the most remote regions. For the period 1994-99, the ERDF has earmarked EUR 13.7 billion for the Objective 1 regions, of which 70% for roads and motorways and 16% for railways. Moreover, one half of the Cohesion Fund’s resources are given over to transport infrastructure, and in particular the trans-European networks (TENs). The European Investment Bank (EIB), whose activity is geared towards regional development, also helps through loans to fund transport infrastructure.

Transport is a key element in the European Spatial Development Perspective (ESDP), which is developing an integrated and common approach to spatial planning at European level. To ensure coherent development of the European territory, it seems essential to improve access to infrastructure by removing technical obstacles linked to the national transport systems and supporting the development of the weakest regions.

Development of the TENs is contributing to economic and social cohesion. The requirements of the peripheral regions have been taken into account in this development, and the emphasis placed on airports on islands and in remote areas. The next step is to enhance the role of ports so as to assist the integration of shipping into a global network. It is also necessary, in the peripheral regions, to undertake complementary investment in secondary networks, in order that those regions may gain maximum benefit from the TENs.

Public transport, both local and regional, helps in many ways to combat social exclusion. For one thing, it is a prerequisite for the functioning of the labour market and for economic development. It reduces the isolation of outlying residential districts and rural areas. In addition, it contributes towards a better quality of life, particularly in terms of the environment (air quality, reduced noise pollution).

However, since the liberalisation of transport services could result in the under-provision of services in sparsely populated or remote regions, which would be detrimental to cohesion, care must be taken to see that transport services are maintained, notably by means of public service contracts.

Other aspects of transport policy are also being studied with an eye to economic and social cohesion. These are:

charging schemes, which should include marginal social costs such as environmental impact and the cost of congestion;
intermodal transport, which should be developed with due regard to inland and sea ports;
the method of financing, with increased involvement of the private sector.

Integration of the environment into the formulation of other Union policies has become essential. This is particularly true for transport, which is a major polluter. 25% of carbon dioxide emissions in the EU come from transport. In the interests of sustainable development, it would therefore appear necessary to make the best possible use of existing capacity and to encourage alternatives to road transport.

With a view to the Union’s enlargement, the trans-European network needs to develop beyond Community territory. At the third pan-European transport conference in Helsinki, ten priority transport corridors were selected to link East with West. In addition, the pre-accession structural instrument (ISPA) is concentrating resources on infrastructure projects, notably in the field of transport.

In view of all the above, the way forward over the next few years is as follows:

it will be important firstly to maximise the effectiveness of the Community’s contribution so as to enhance competitiveness and create jobs. To this end, projects financed through the Structural Funds will be selected according to their impact on growth, competitiveness, the environment and the creation of permanent jobs. In addition, investment will be encouraged in rail and maritime transport, and in combined and public transport. Private finance will be encouraged, and coordination tightened between the Community’s budgetary instruments;
the TENs will then have to be implemented, with particular emphasis on peripheral regions, but also on the applicant countries, whose successful integration will depend on the development and modernisation of their transport networks;
lastly, emphasis will be placed on the promotion of accessible, environment-friendly transport services. This will be possible through, inter alia, the recognition and organisation of public transport.

Green Paper: Towards a new culture for urban mobility

Leave a reply

Green Paper: Towards a new culture for urban mobility

Outline of the Community (European Union) legislation about Green Paper: Towards a new culture for urban mobility

Topics

These categories group together and put in context the legislative and non-legislative initiatives which deal with the same topic.

Transport > Bodies and objectives

Green Paper: Towards a new culture for urban mobility

Document or Iniciative

Commission Green Paper dated 25.9.2007 “Towards a new culture for urban mobility” [COM (2007) 551Â final – not published in the Official Journal].

Summary

This Green Paper is the product of wide public consultation initiated in 2007. It opens up a second consultation process which lasts until 15 March 2008. With urban mobility being an asset for growth and employment, as well as an essential condition for a sustainable development policy, the Commission will use the consultation undertaken to subsequently propose an overall strategy in the form of an action plan.

The target audience for the consultation process is vast: it includes people living in towns and cities, transport users, transport company employers and employees, industry, public authorities and relevant associations. The resulting strategy will also be supported by the experience acquired by the Commission in this field with the CIVITAS initiative and with the 1995 Green Paper and its communication on “a Citizensâ€™ Network”.

A central idea of the forthcoming strategy is the need to integrate the various urban mobility policies in a single approach. Examples of European added value could be to:

Promote the exchange of good practice at all levels: local, regional, national and European;
Underpin the establishment of common standards and harmonisation;
Offer financial support to those who are in greatest need of such support;
Encourage research, the application of which would enable an improvement in mobility;
Simplify legislation, if necessary.

The Commission proposes to encourage the emergence of a real “urban mobility culture” integrating economic development, accessibility and improvement to quality of life and the environment.

For this purpose, the Green Paper identifies five challenges:

Improve fluidity in towns

Congestion is one of the key urban issues. It has numerous repercussions: economic, social and environmental. The Green Paper mentions a number of possible actions:

Make the modes of transport which are capable of replacing the car safe and appealing;
Encourage co-modality;
Encourage walking and cycling and develop the infrastructure for these methods of travel;
Optimise car use by carpooling and optimise “virtual mobility” (tele-working, tele-shopping, etc.);
Implement a parking policy designed to reduce traffic;
Encourage follow-on connections with public transport;
Optimise existing infrastructures;
Introduce urban charges, as seen in London or in Stockholm;
Encourage the introduction of Intelligent Transport Systems (ITS) to enable better trip planning;
Encourage the use of cleaner and smaller vehicles for making deliveries in and around towns;
Improve the integration of freight distribution in urban areas within local policy-making and institutional settings.

Reduce pollution

Although technological progress has made it possible to produce vehicles emitting lower levels of pollution, urban areas remain a major and increasing source of CO2 emissions. Pollution emissions have been reduced, particularly as a result of the progressive application of EURO emission standards. A legislative framework also exists for the use of biofuels. Nevertheless, the ecological position remains unsatisfactory.

The Commission proposes to:

Support research and technological development of vehicles using alternative fuels (biofuels, hydrogen, fuel cells);
Encourage the promotion of broad market introduction of new technologies by means of economic incentives;
Encourage the exchange of good practice between Member States in the area of urban transport;
Encourage a public procurement policy that respects the environment;
Internalisation of external costs associated with energy consumption and pollution for a vehicle’s entire life from its introduction on the market;
Encourage “eco driving” to enable energy consumption to be reduced, as part of training given by driving schools; encourage the use of traffic management systems (which will be improved, particularly as a result of the Galileo programme); support the development of more “intelligent” cars;
Apply traffic restrictions in certain cases.

Intelligent urban transportâ€¦

The Galileo programme will permit the development of various applications for Intelligent Transport Systems (ITS). These already exist but sufficient use has yet to be made of them. The Commission proposes:

Use of smart charging systems;
Dynamic management of existing infrastructures using better information;
Wider dissemination of good practice in the area of ITS.

that is also more accessible

Elderly and disabled people, as well as people with reduced mobility, are calling for easy access to urban transport infrastructure. The parties involved in the Green Paper also consider that co-modality deserves more attention and that greater support should be given to integrated solutions.

In large built-up areas, there are trends towards suburbanisation and urban sprawl. If interlinking of the transport network does not take place, certain areas are at risk of social isolation. The Commission proposes the following points for consideration:

Improve the quality of collective transport;
Coordinate urban and suburban transport with regional planning;
Better integration of passenger and goods transport in urban planning;

Safety and security

In 2005, 41 600 people were killed on the roads in the EU. Two thirds of these accidents and one third of deaths occurred in an urban area. More often than not, the victims are the most vulnerable people, namely cyclists or pedestrians. Furthermore, the issue of public transport safety often puts people off using certain modes of transport. From a range of possible options, the Commission proposes the following:

Improving vehicle safety using new technologies;
Improving the quality of infrastructures, especially for pedestrians and cyclists;
Encouraging people to be more aware of their behaviour with regard to road safety.

Towards a new culture for urban mobility

The Green Paper also stresses the need to elicit an urban mobility culture by means of education, training and raising awareness. The EU could initiate training and discussion activities, such as:

Organising a European campaign to raise public awareness of urban mobility;
Strengthening the harmonisation of statistics from the various Member States and implementing common definitions;
Setting up an observatory aimed at collecting, harmonising and using the necessary data for policy-makers and for the general public which is also aimed at promoting the exchange of good practice.

The Green Paper proposes several options for financing the proposed measures:

More consistent use of existing financial instruments, such as the Structural Funds and the Cohesion Fund, for the development of an integrated and sustainable urban transport system;
Establishment of market-based mechanisms, such as the Emissions Trading Scheme;
Contributions from the traveller, the private sector, public-private partnerships to the financing of urban and suburban collective transport.

Another Normative about Green Paper: Towards a new culture for urban mobility

Topics

These categories group together and put in context the legislative and non-legislative initiatives which deal with the same topic

Transport > Mobility and passenger rights

Green Paper: Towards a new culture for urban mobility

Document or Iniciative

Commission Green Paper dated 25.9.2007 “Towards a new culture for urban mobility” [COM (2007) 551Â final – not published in the Official Journal].

Summary

A central idea of the forthcoming strategy is the need to integrate the various urban mobility policies in a single approach. Examples of European added value could be to:

Promote the exchange of good practice at all levels: local, regional, national and European;
Underpin the establishment of common standards and harmonisation;
Offer financial support to those who are in greatest need of such support;
Encourage research, the application of which would enable an improvement in mobility;
Simplify legislation, if necessary.

The Commission proposes to encourage the emergence of a real “urban mobility culture” integrating economic development, accessibility and improvement to quality of life and the environment.

For this purpose, the Green Paper identifies five challenges:

Improve fluidity in towns

Congestion is one of the key urban issues. It has numerous repercussions: economic, social and environmental. The Green Paper mentions a number of possible actions:

Make the modes of transport which are capable of replacing the car safe and appealing;
Encourage co-modality;
Encourage walking and cycling and develop the infrastructure for these methods of travel;
Optimise car use by carpooling and optimise “virtual mobility” (tele-working, tele-shopping, etc.);
Implement a parking policy designed to reduce traffic;
Encourage follow-on connections with public transport;
Optimise existing infrastructures;
Introduce urban charges, as seen in London or in Stockholm;
Encourage the introduction of Intelligent Transport Systems (ITS) to enable better trip planning;
Encourage the use of cleaner and smaller vehicles for making deliveries in and around towns;
Improve the integration of freight distribution in urban areas within local policy-making and institutional settings.

Reduce pollution

The Commission proposes to:

Support research and technological development of vehicles using alternative fuels (biofuels, hydrogen, fuel cells);
Encourage the promotion of broad market introduction of new technologies by means of economic incentives;
Encourage the exchange of good practice between Member States in the area of urban transport;
Encourage a public procurement policy that respects the environment;
Internalisation of external costs associated with energy consumption and pollution for a vehicle’s entire life from its introduction on the market;
Encourage “eco driving” to enable energy consumption to be reduced, as part of training given by driving schools; encourage the use of traffic management systems (which will be improved, particularly as a result of the Galileo programme); support the development of more “intelligent” cars;
Apply traffic restrictions in certain cases.

Intelligent urban transportâ€¦

Use of smart charging systems;
Dynamic management of existing infrastructures using better information;
Wider dissemination of good practice in the area of ITS.

that is also more accessible

Improve the quality of collective transport;
Coordinate urban and suburban transport with regional planning;
Better integration of passenger and goods transport in urban planning;

Safety and security

Improving vehicle safety using new technologies;
Improving the quality of infrastructures, especially for pedestrians and cyclists;
Encouraging people to be more aware of their behaviour with regard to road safety.

Towards a new culture for urban mobility

The Green Paper also stresses the need to elicit an urban mobility culture by means of education, training and raising awareness. The EU could initiate training and discussion activities, such as:

Organising a European campaign to raise public awareness of urban mobility;
Strengthening the harmonisation of statistics from the various Member States and implementing common definitions;
Setting up an observatory aimed at collecting, harmonising and using the necessary data for policy-makers and for the general public which is also aimed at promoting the exchange of good practice.

The Green Paper proposes several options for financing the proposed measures:

More consistent use of existing financial instruments, such as the Structural Funds and the Cohesion Fund, for the development of an integrated and sustainable urban transport system;
Establishment of market-based mechanisms, such as the Emissions Trading Scheme;
Contributions from the traveller, the private sector, public-private partnerships to the financing of urban and suburban collective transport.

Freight transport logistics in Europe

Leave a reply

Freight transport logistics in Europe

Outline of the Community (European Union) legislation about Freight transport logistics in Europe

Topics

These categories group together and put in context the legislative and non-legislative initiatives which deal with the same topic.

Transport > Bodies and objectives

Freight transport logistics in Europe

Document or Iniciative

Communication from the Commission on freight transport logistics in Europe, the key to sustainable mobility [COM(2006) 336 final – Not published in the Official Journal].

Summary

Globalisation and EU enlargement to the east have created new challenges for European transport. The fast growth of freight transport contributes to the economy but also causes congestion, noise, pollution and accidents. At the same time, transport has become increasingly dependent upon fossil fuels. The communication from the Commission states that, without adequate measures, the situation will continue to worsen and increasingly undermine Europe’s competitiveness and the environment that we all live in.

The Commission therefore recommends modernising logistics to boost the efficacy of individual modes of transport and their combinations. In particular it recommends a better distribution of traffic towards more environmentally friendly, safer and more energy efficient modes of transport. The Commission plans to present an action plan on this subject in 2007.

State of the European logistics market

The global logistics industry is estimated at roughly EUR 5.4 trillion, or 13.8 % of the global GDP. On average, logistics costs account for 10-15 % of the final cost of the finished product. Although logistics is becoming increasingly important, there is a lack of reliable statistical information on the situation. Nonetheless, EU companies do increasingly recognise that there are competitive alternatives to road freight.

Linking logistics and transport policy more closely

The communication from the Commission reiterates the need to balance security (see [COM(2006) 79]) and the free flow of transport. It is in favour of dovetailing logistics into transport policy so that logistics becomes an underlying factor in decision-making.

The Commission proposes action in the following areas:

identifying bottlenecks. The Commission wants to identify bottlenecks in order to address these obstacles to the free flow of transport and logistics;
extracting value from information and communications technology networks. The Commission proposes linking systems such as GALILEO to logistics to track and trace cargo. Companies should also have easy, low-cost access to this technology. Logistics should thus remain a priority under the 7th Framework Programme for Research;
establishing European certification. Education and training in transport varies greatly in Europe. The Commission is therefore in favour of setting up a certification scheme for logistics specialists. Work in this field has already been undertaken under the Leonardo Da Vinci programme on vocational training;
developing statistical indicators. The Commission is keen to create a reliable picture of the logistics performance of the European transport market. To this end, it plans to work on devising suitable methodologies and indicators;
better use of infrastructure. Some situations create bottlenecks and undermine the free flow of traffic. However, building new infrastructure is not the only solution to the problem. The Commission considers that transhipment facilities, including seaports and airports, should employ modern technological solutions such as advance informatics. Rules should provide the appropriate framework for progressing this aspect;
recognising quality. The transport industry already uses a number of performance indicators or benchmarks to assess and control its service quality (air transport in particular). A quality label could be created and extended to logistics chains using other modes of transport;
simplifying multimodal chains. Flows could be simplified and assisted by a one-stop administrative interface where all customs formalities are carried out in a coordinated way;
promoting a regulatory structure or worldwide multimodality. Responsibility in international transport arises from conventions. Often they provide different rules for different modes of transport, which is an obstacle to using combined modes. The Commission therefore promotes the creation of a worldwide regulatory structure. The fragmented nature of liability regimes could also be relieved by the use of a comprehensive transport document;
establishing European loading standards. The rules on the dimensions of vehicles and loading units should match the needs of advanced logistics and sustainable mobility. The Commission has proposed common European standards for intermodal loading units. At present there are a multitude of different configurations, which increases the costs of intra-EU transport.

Background

In 1997 the Commission published a communication on intermodality, which underscored the importance of intermodality for making European freight transport more efficient and environmentally friendly. The text put forward a number of strategies to promote “sustainable mobility”, including the modernisation of logistics systems. It also announced that the PACT programme would be replaced by Marco Polo. In 2001, the mid-term review of the White Paper [COM(2006) 314 – Not published in the Official Journal] highlighted the importance of logistics. This communication places logistics at the heart of “sustainable mobility”.

Related Acts

Council Directive 92/106/EEC of 7 December 1992 on the establishment of common rules for certain types of combined transport of goods between Member States [OJ L 368, 17.12.1992].

European GNSS Agency

Leave a reply

European GNSS Agency

Outline of the Community (European Union) legislation about European GNSS Agency

Topics

These categories group together and put in context the legislative and non-legislative initiatives which deal with the same topic.

Transport > Bodies and objectives

European GNSS Agency

Document or Iniciative

Regulation (EU) No 912/2010 of the European Parliament and of the Council of 22 September 2010 setting up the European GNSS Agency, repealing Council Regulation (EC) No 1321/2004 on the establishment of structures for the management of the European satellite radio navigation programmes.

Summary

This regulation repeals Regulation (EC) No 1321/2004 which had previously established the European Global Navigation Satellite System (GNSS) Supervisory Authority, a Community agency. Regulation (EC) No 683/2008, which defines the new framework for the public governance and funding of the EGNOS and Galileo programmes, sets out the principle of strict division of responsibilities between the Commission, the authority and the European Space Agency (ESA). This regulation grants the Commission certain responsibilities which had previously belonged to the authority, such as the management of the programmes. The authority was renamed the European GNSS Agency. Regulation (EC) No 683/2008 sets out the role and tasks of this agency. The agency is responsible for the following tasks:

ensuring security accreditation;
operating the Galileo security centre;
contributing to the preparation of the commercialisation of the systems;
accomplishing other tasks that may be entrusted to it by the Commission, in accordance with Article 54(2)(b) of the Financial Regulation, addressing specific issues linked to the programmes.

Structure of the agency

The agency is a body of the European Union (EU) with legal personality that is recognised in all EU countries and, as such, can be a party to legal proceedings. The agency has the following bodies: the Administrative Board, the Executive Director, and the Security Accreditation Board for European GNSS systems.

The Administrative Board is composed of one representative from each EU country, five representatives from the Commission and a non-voting representative from the European Parliament. Members are appointed for a term of five years, renewable once. Each representative has one vote, and decisions are taken by a two-thirds majority. The Administrative Board is responsible for ensuring the agency fulfils the tasks entrusted to it in this regulation. With regard to security accreditation matters, the Administrative Board is only responsible for resources and budgetary issues.

The Executive Director manages the agency. S/he is appointed and supervised by the Administrative Board for a term of five years, renewable once. The Executive Director is responsible for managing and representing the agency.

The Security Accreditation Board is composed of one representative from each EU country, one representative each from the Commission and the High Representative for Foreign Affairs and Security Policy. It acts as the security accreditation authority and will need to establish the compliance of the systems with security requirements prior to all major programmatic decisions, such as the approval of the security accreditation strategy, the launch of satellites, the authorisation to operate the systems and ground stations and the manufacture of PRS receivers.

References

Act	Entry into force	Deadline for transposition in the Member States	Official Journal
Regulation (EU) No 912/2010	9.11.2010	–	OJ L 276 of 20.10.2010

European railway agency

Leave a reply

European railway agency

Outline of the Community (European Union) legislation about European railway agency

Topics

These categories group together and put in context the legislative and non-legislative initiatives which deal with the same topic.

Transport > Bodies and objectives

European railway agency

Document or Iniciative

Regulation (EC) No 881/2004 of the European Parliament and of the Council of 29 April 2004 establishing a European Railway Agency [see amending act(s)].

Summary

The efficiency of rail transport in the EU is of crucial importance. However, services offered by railways must be improved in order to equal the level of services in other modes of transport. Rail policy is still too often centred on national considerations rather than on the needs of the citizens.

The railway industry in Europe is characterised by a lack of international technical regulation. The creation of an integrated rail area entails putting in place monitored common technical regulations. Given the difficulties encountered by Member States in formulating common solutions for safety and rail interoperability, it has become clear that the most appropriate instrument for creating this area is an Agency.

The main objectives of the European Railway Agency are to:

increase the safety of the European railway system;
improve the level of interoperability of the European railway system;
contribute towards establishing a European certification system of vehicle maintenance workshops;
contribute towards setting up a uniform training and recognition system for train drivers.

Safety of the railway system

The Agency must provide the necessary technical assistance to implement Directive 2004/49/EC on safety on Europe’s railways. Its main tasks will be to:

prepare and propose common safety methods and targets;
draw on the support of groups of experts in the sector placed under its responsibility;
consult social partners and organisations representing rail freight customers and passengers at European level;
ensure safety performance is continuously monitored;
produce a public report every two years;
keep a database on railway safety;
ensure the networking of and cooperation between national rail safety and investigation authorities, with the aim of encouraging the exchange of experience and developing a common rail safety culture.

Interoperability of the railway system

The interoperability of the European railway system aims at rendering the various national rail systems of the Member States compatible by removing or reducing the technical barriers.

The Agency is therefore responsible for improving the level of interoperability of the European railway system. To this end, it must organise and manage work aimed at creating and updating the Technical Specifications for Interoperability (TSIs). The TSIs are technical specifications which aim at ensuring that the essential requirements of Directive 2008/57/EC on the interoperability of the European railway system are met.

Furthermore, the Agency publishes a report every two years on the progress made regarding interoperability.

Vehicle maintenance

Vehicle maintenance is an important part of rail safety. For this reason, the Agency is responsible for formulating recommendations to the Commission, specifically regarding the certification system of entities responsible for maintaining carriages and other rail vehicles.

The Agency is also responsible for producing a report on the implementation of this certification system.

Railway personnel

The training and skills of train drivers are important elements both for rail safety and for the interoperability of the European railway system. The Agency therefore also has the mission of contributing towards harmonising the vocational skills of train drivers. Consequently, the work of the Agency also comes under the framework of the Directive relating to the certification of train drivers in the EU.

The Agency must cooperate with the competent authorities in particular, in order to ensure the interoperability of the licence registers and the certificates given to train drivers, to assess the development of train driver certification and to produce a report on the improvements which could be made.

Organisation

The European Railway Agency comprises an Administrative Board which meets at least twice a year. Its main duties are to adopt the annual work programme and the Agency’s general report. The Administrative Board comprises representatives from each Member State, the Commission and six categories of professionals from the sector: railway undertakings, infrastructure managers, railway industry, worker unions, passengers and freight customers.

Furthermore, the Agency is led by a Chairperson appointed by the Administrative Board. The principal mission of the Chairperson is to prepare and implement the work programme. The Chairperson is also responsible for managing the budget of the Agency.

The European Railway Agency does not have decision-making powers as such, but it can present opinions, recommendations and proposals to the Commission. It is independent, but works in close cooperation with experts in the field.

References

Act	Entry into force	Deadline for transposition in the Member States	Official Journal
Regulation (EC) No 881/2004	1.5.2004	–	OJ L 164, 30.4.2004

Amending act(s)	Entry into force	Deadline for transposition in the Member States	Official Journal
Regulation (EC) No 1335/2008	1.1.2009	–	OJ L 354, 31.12.2008