Category Archives: Intermodality and Trans-European Networks

The capacity to combine different modes of transport in a flexible way is one of the cornerstones of the “sustainable mobility” concept, which underlies European transport policy.
The intermodality of transport, which enables national transport networks to be integrated, is promoted and implemented through programmes such as Marco Polo. Trans-European networks, in the form of infrastructure projects of common interest, also aim to improve the intermodality of transport. Specifically, they aim at stimulating investment in order to foster the emergence of an integrated transport network covering all of the Community and encompassing all the different modes of transport.

Charging: interoperable electronic fee collection systems in Europe

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Charging: interoperable electronic fee collection systems in Europe

Outline of the Community (European Union) legislation about Charging: interoperable electronic fee collection systems in Europe

Topics

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

Transport > Intermodality and trans-european networks

Charging: interoperable electronic fee collection systems in Europe

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 21 December 1998 on interoperable electronic fee collection systems in Europe [COM(1998) 795 final – Not published in the Official Journal].

Summary

Background

Electronic Fee Collection (EFC) systems offer the possibility of charging road vehicles in a more flexible way and allow infrastructure charging policies to be implemented. It is vital for such systems to be interoperable across national borders to avoid creating new obstacles to traffic flow in Europe. Interoperability should therefore enable users to travel throughout the Union without charging procedures changing from one country to another and without having to install extra equipment to access other charging zones. This does not mean there would be one single supplier but that there should be sufficient technical compatibility between different systems so that paying charges on different stretches of road in the Union would be a seamless operation. Interoperability is, therefore, an important factor from the viewpoint of the single market, transport policy and the development of the information society.

This Communication examines the obstacles to interoperable electronic fee collection systems and puts forward certain recommendations for arriving at an appropriate level of interoperability on a European scale.

Issues to be resolved

The first major issue studied is technical interoperability. Existing motorway EFC systems make use of Dedicated Short Range Communication (DSRC) between fixed roadside equipment and vehicles. Another type of system is based on satellite location (Global Navigation Satellite System) (GNSS) and mobile telephone technology (GSM).
The first step towards interoperability should be the definition of a common minimum level of functionality to enable authorised subscribers to pay fees using the same method of payment and the same equipment anywhere on the network of operators belonging to the system.

The second major issue is contractual interoperability. The existence of interoperable equipment needs to be accompanied by contractual agreements between infrastructure operators. The same concept of a common minimum level of functionality should therefore be applied.
In this context, the approach recommended in the Communication suggests that EU projects need to involve closer cooperation with operators on the definition of a minimum common functionality taking into account, as a first priority, cross border traffic of heavy goods vehicles and long distance coaches. The definition of a minimum common functionality should form the basis for a draft agreement between operators wishing to achieve interoperability.
European and national standardisation bodies should, for their part, finalise work on the standardisation of the DSRC link and other systems such as those that use satellite location and cellular telephone communication.

A very important issue is the treatment of “non-equipped users”, that is, drivers who have no equipment and those who have equipment which is not compatible with the system in the motorway concession area in which they are travelling.
With regard to this, the Communication recalls that within the framework of Community legislation, each country should be free to implement its own choice of options for the treatment of non-equipped users, according to its particular national characteristics, in particular those of the road network and traffic.

As for the issue of classification, a common set of vehicle characteristics needs to be agreed which can be used for classification, as electronic fee collection systems need to recognise vehicle categories in order to apply the tariff for the use of the tolled road.
As a consequence, a common set of declared parameters needs to be defined during negotiations between operators.

As for the issues linked to the enforcement of tolling, the Commission will study the establishment of a general framework at EU level for the prosecution of EFC violations across national borders, to be used either as a basis for or to complement bilateral agreements. National authorities, for their part, need to be encouraged to establish effective links between toll enforcing administrations or operators and national registration databases to facilitate cross-border enforcement.

The protection of personal data and system security may be another major obstacle to achieving interoperability between systems. According to the approach chosen by the Commission, the presumption should be that general rules on information security and numerical data protection must be applied and will be sufficient unless there is a convincing case otherwise. National authorities and operators must, however, be encouraged to examine whether any additional measures are necessary.

Given the present differences in existing technologies in the different Member States, a strategy for convergence comprising several stages must be envisaged prior to interoperability. These successive stages will allow interoperability to be guaranteed for a growing number of functions and the above-mentioned issues to be progressively overcome.

Actions to be carried out

In this context, this Communication defines the main actions of the first phase (1998 to 2000) that the Commission will carry out with Member States, local and regional authorities, operators and standardisation bodies.
These actions can be summarised as follows:

to define and agree a common minimum level of functionality for equipment at European level;
to enable these functions to be performed, the European Committee for Standardisation (CEN) should complete its work on electronic fee collection and define, validate and adopt those standards that are still necessary in the area of short range radio communications (DSRC) and any other necessary areas;
the Commission will help the interested parties to complete work on contractual interoperability;
the Commission will explore the necessary means for facilitating cross-border enforcement while guaranteeing the protection of personal data and privacy;
the Commission will also cooperate on the introduction of urban tolls, so as to ensure compatibility between this and inter-urban systems.

The Commission will draw up proposals based on this approach and will put forward proposals for actions for subsequent phases on the basis of the results obtained in the first phase.

Related Acts

Communication from the Commission: Developing the trans-European transport network: Innovative funding solutions, Interoperability of electronic toll collection systems [COM(2003) 132 final – Not published in the Official Journal].

Proposal for a Directive of the European Parliament and of the Council on the widespread introduction and interoperability of electronic road toll systems in the Community [COM(2003) 132 final – Not published in the Official Journal].

This proposal was announced in the White Paper on transport policy. Its purpose is to create a European electronic toll service so as to ensure the interoperability of toll systems in the internal market and help with the formulation of infrastructure charging policies at the European level.
The service is based on the principle of “one contract per customer, one box per vehicle” and will serve to reduce congestion, improve traffic flow and limit cash transactions at toll stations.

Co-decision procedure (COD/2003/81)

On 23 April 2003 the proposal was adopted by the Commission.

On 25 April 2003 the proposal was sent to Parliament and the Council.

Intermodal transport: intermodal loading units

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Intermodal transport: intermodal loading units

Outline of the Community (European Union) legislation about Intermodal transport: intermodal loading units

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

Transport > Intermodality and trans-european networks

Intermodal transport: intermodal loading units (ILUs)

Proposal

Proposal for a European Parliament and Council directive on intermodal loading units.

Summary

Context

The proposed directive lays down essential requirements and provides for the adoption of harmonised standards with a view to making the use of new intermodal loading units (containers or swap bodies) more efficient and safer, and creating a European intermodal loading unit (freight-carrying unit for use in Europe).

The objective is to increase the competitiveness of intermodal freight transport by harmonising maintenance procedures for loading units, in particular containers and swap bodies, throughout the road, maritime, rail and inland waterway modes.

The majority of Member States have ratified the United Nation’s International Convention for Safe Containers (CSC) adopted in1972. This Convention provides for the approval of containers and their periodic inspection. These procedures are not harmonised at Community level, however. Community action is therefore required.

The proposal

The proposal provides for a conformity assessment, maintenance and inspection framework to improve the safety of all existing intermodal loading units. For all new ILUs, it provides for a framework to improve the handling efficiency of the units in terminals, and state-of-the-art security devices.

The proposal also provides for the development of a new type of unit: the European intermodal loading unit (EILU). This unit will combine the benefits of containers (in particular stackability, top handling and ability to withstand transport by sea) and those of swap bodies, in particular their more useful dimensions. It should be possible to use EILUs freely in all modes of transport, on land and by sea, thus ensuring maximum intermodality.

The ILUs and the EILUs covered by the proposal must bear the CE marking indicating that they are in conformity with its requirements. Each unit should bear an indication that it has passed its previous periodic inspection, or, in the case of units that are less than five years old, that they have not yet had to undergo such an inspection.

To ensure safety and minimise the risks to persons and property, all intermodal loading units in use must be regularly maintained and periodically inspected. Member States should designate inspection bodies to carry out the conformity assessment and periodic inspection procedures. They should also ensure that such bodies are sufficiently independent, competent and impartial, and are able to carry out the tasks for which they have been designated and notified.

Before the intermodal loading units and European intermodal loading units are placed on the market, the manufacturer must submit them to one of the conformity assessment procedures described in the directive.

Existing or new intermodal loading units circulating in the Community or used for the transport of goods between the Community and third countries must undergo periodic inspections at least every 30 months.

References

Proposal	Official Journal	Procedure
COM(2004) 361	–	Codecision COD/2003/0056

Related Acts

Council Decision of 22 July 1993 concerning the modules for the various phases of the conformity assessment procedures and the rules for the affixing and use of the CE conformity marking, which are intended to be used in the technical harmonisation directives [Official Journal L 220 of 30.08.1993].

Communication from the Commission to the Council, the European Parliament, the Economic and Social Committee and the Committee of the Regions on intermodality and intermodal freight transport in the European Union [COM(97) 243 final – not published in the Official Journal].

Directive 98/34/EC of the European Parliament and of the Council of 22 June 1998 laying down a procedure for the provision of information in the field of technical standards and regulations [Official Journal L 204 of 21.7.1998].

Trans-European networks: towards an integrated approach

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Trans-European networks: towards an integrated approach

Outline of the Community (European Union) legislation about Trans-European networks: towards an integrated approach

Topics

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

Transport > Intermodality and trans-european networks

Trans-European networks: towards an integrated approach

Document or Iniciative

Commission Communication of 21 March 2007 to the Council and the European Parliament entitled: “Trans-European Networks: Towards an integrated approach” [COM(2007) 135 final – Not published in the Official Journal].

Summary

The trans-European networks (TENs) constitute an ambitious and essential objective for the competitiveness of the European Union and therefore for growth and jobs. Several major industrial programmes such as GALILEO, ERTMS and SESAR are following the logic of Europeanisation of transport infrastructures, often designed only according to national requirements.

Sustainable use of resources is a key element in TEN policy, since the most environmentally-friendly procedures enjoy a privileged status amongst the priority projects.

Assessment of TENs in 2006

The completion of 30 priority transport projects is behind schedule as the new, very costly infrastructures required have not been granted sufficient resources. The network is still incomplete, with investments of EUR 160 billion needed to finance the priority projects alone for the financial programming period 2007-2013. The European Regional Development Fund (ERDF) and the Cohesion Fund remain the principal sources of Community intervention, and the European Investment Bank (EIB ) will continue to fund the infrastructures via its loans and a specific Guarantee Instrument.

The Community has recently adopted guidelines aimed at updating the trans-European energy networks (Decision No 1364/2006/EC). Some 42 projects, including 10 relating to gas networks, have been declared of European interest. The EU must invest at least EUR 30 billion in infrastructures between now and 2013. Between 2000 and 2006, approximately EUR 140 million was invested in the trans-European energy networks under the TEN budget. A figure of EUR 155 million has been earmarked for the financial period 2007-2013. The Commission has stressed here again, however, that the allocated amounts are limited in light of the issues at stake and actual requirements.

Investments in telecommunications are currently focused on modernising existing networks. The Commission has highlighted the disparities between urban and rural areas (already identified in its communication entitled Bridging the Broadband Gap) and invites the Member States to take concrete measures and define goals for reducing these differences by 2010. Public aid is encouraged in the event of market failure, in strict compliance with telecommunications and State aid regulations. A map of the infrastructures is needed to help the competent authorities assess their requirements and take advantage of ongoing civil engineering work.

Towards an integrated approach: the findings of the steering group

The steering group set up on 20 July 2005 at the request of the Commission has examined the possible synergies between the trans-European networks along with methods of funding and potential distribution. It has established that combinations of rail and road networks have shown themselves to be of significant value (more efficient use of space, reduced costs and environmental impact) and there are definite advantages in linking the two types of TEN. Synergies between the transport and telecommunications networks seem the most promising and ways of interconnecting the electricity networks are also worth exploring.

The steering group also underlined the potential environmental benefits of integrating the TEN. In fact, the 30 priority projects involving the trans-European transport network largely favour methods of transport which are more fuel-efficient and environmentally-friendly, such as rail or water. Interconnections between the national energy networks and connections with renewable energy sources will also optimise the use of available capacities in each Member State, thus reducing the environmental impact.

The steering group recommends:

continuing research into synergies between the TENs with the aim of producing and circulating a manual of good practices, and developing synergies between the objectives of cohesion policy and the priorities adopted in the TEN context;
evaluating the need for alternative solutions for availability payments over several financial periods and making appropriate legislative proposals if necessary;
monitoring the development of public-private partnerships and promoting this type of funding;
completing TEN priority projects on schedule while ensuring the application of environmental law.

New technologies

A midterm review of the 2001 White Paper on transport policy acknowledges the role of new information and communication technologies in ensuring that people and goods can travel safely and sustainably. Numerous schemes, including the Intelligent Transport Systems (ITSs), the European Rail Traffic Management System (ERTMS) and the European satellite navigation project GALILEO, represent effective tools for increasing safety and reducing congestion and environmental impact.

The group thus recommends that investments in the ITSs be integrated, from the early planning stages, into all new trans-European transport network (TEN-T) projects.

Legal clarification on non-cumulation of Community funds

The steering group concluded that there must be no possibility of cumulation of subsidies from several Community funds and has confirmed the need to maintain a consistent approach across the various legal instruments. Thus, when granting aid under the TEN arrangements, the Commission will check whether or not the projects have already received aid from the Structural or Cohesion Funds.

According to the steering group, delays in the priority transport projects are largely due to difficulties in reconciling the rules for granting Community subsidies from the TEN budget with the actual financial needs of the projects. The new TEN regulation should make it easier to part-finance the major cross-border projects, which are technically and financially complex.

The steering group also stressed the advantages of funding by public-private partnerships (PPP), and the benefits of a European Guarantee Instrument (provided by the EIB) to encourage the PPPs to fund the TEN-Ts. Such a system could help to lessen the risks linked to insufficient revenue during the initial years of operation of a project, and generate a considerable lever effect.

Based on the availability risk, PPPs will also form an integral part of the forms of subsidies eligible for Community financial support under the new regulation on transport and energy TENs.

Integration of the Trans-European Transport Network into the common transport policy

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Integration of the Trans-European Transport Network into the common transport policy

Outline of the Community (European Union) legislation about Integration of the Trans-European Transport Network into the common transport policy

Topics

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

Transport > Intermodality and trans-european networks

Integration of the Trans-European Transport Network into the common transport policy (Green Paper)

Document or Iniciative

Green Paper of 4 February 2009 – Towards a better integrated transeuropean transport network at the service of the common transport policy [COM(2009) 44 final – Not published in the Official Journal].

Summary

Articles 154 to 156 of the EC Treaty define Community action in the area of the Trans-European Transport Networks (TEN-T). The policy objective of TEN-T is to establish a single, multimodal network ensuring safe and efficient traffic for passengers and goods.

Current TEN-T policy

The TEN-T policy has already implemented the interconnection of national infrastructure networks and rail interoperability across borders.

The use of Community funding has enabled in particular:

the implementation of high-speed railway links;
the reduction of regional disparities by connecting countries and regions with differing levels of development;
the encouragement of public-private partnerships and the development of intelligent transport systems such as Galileo.

TEN-T planning is on two levels:

a comprehensive network concerning outline plans for rail, road, inland waterway, combined transport, airport and port networks.
priority projects which, taking into account their impact on transnational traffic, have been chosen in line with cohesion and sustainable development objectives.

Planning future transport infrastructures depends on demand driven by economic and population trends, energy prices, transport pricing and taxation and technological developments.

Towards a new policy for meeting future challenges

A new “priority network” approach could overcome the shortcomings of the “priority projects” approach by taking into account:

the major traffic flows within the Community and in other parts of the world;
the need for greater economic cohesion between regions and the need to connect pools of economic development;
the efforts already spent on the development of TEN-T;
the economic and environmental objectives.

In order to encourage inter-modal freight transport services, the following infrastructure components should benefit from special attention under future TEN-T policy:

appropriate development of port infrastructure and more efficient connections with the hinterland, in view of the growing role of maritime transport;
the integration of completely interoperable and commercially viable rail freight corridors and green corridors;
the removal of bottlenecks on the main transport axes;
inter-modal connections;
connections between transnational and inter-urban axes, as well as urban areas, including connections which maximise the potential of air freight;
the application of intelligent transport systems (ITS) to all modes of transport, as well as new pricing systems which encourage the use of efficient infrastructures.

Alongside this, the infrastructure required for inter-modal passenger transport services should be put in place (in particular, connections between air and rail services and integrated ticketing systems).

Implementation

Planning options must match implementation capacity. This means that the planning options chosen and the instruments for their implementation must correspond. The different funds granted to TEN-T should be streamlined and better coordinated. The allocation of funds should be justified by the added value of the project.

The role of European coordinators in preparing and implementing priority projects could be expanded to include projects which require solid cross-border coordination and major infrastructure investments. A “corridor coordination” approach could lead to a new form of project and to appropriate funding.

Context

The Commission invited all stakeholders to contribute to the consultation. Their contributions will be used by the Commission when drawing up future trans-European network policy.

Related Acts

Report on the Green Paper on the Future of TEN-T policy ( )

The results of the public consultation will feed into the Trans-European Transport Network (TEN-T) policy review process, both at the planning and implementation stages. In the course of the next few years, this process may lead to the adoption of legislative proposals and proposals for other Community action in the field of TEN-T. One of the main legislative proposals planned as a follow-up to theGreen Paper is a revision of the Community Guidelines for developing a Trans-European Transport Network (to be published at the end of 2010), as an integral part of the White Paper on the future of transport in Europe. At a later stage, this proposal is expected to be supplemented by legislative proposals on Community funding.

A sustainable future for European transport

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A sustainable future for European transport

Outline of the Community (European Union) legislation about A sustainable future for European transport

Topics

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

Transport > Intermodality and trans-european networks

A sustainable future for European transport

Document or Iniciative

Commission Communication of 17 June 2009 – “A sustainable future for transport: Towards an integrated, technology-led and user friendly system” [COM(2009) 279 final– Not published in the Official Journal].

Summary

Objectives for European Union (EU) transport policy were set both in the mid-term review of the White Paper 2001 and in the Sustainable Development Strategy (SDS) of 2006. The European transport policy has largely achieved the objectives defined in those strategy documents, by facilitating market opening and integration, by establishing high quality standards for safety, security and passenger rights and by improving working conditions.

However, the environment remains a policy area where further improvements are necessary. Within the EU, transport is the sector with the highest growth rate of greenhouse gas (GHG) emissions in comparison to levels in 1990: the transport sector has significantly increased its activity without making sufficient progress in reducing its energy use and GHG intensity.

There are several societal trends which will challenge the transport sector in the future:

ageing of society, requiring an increased emphasis on the provision of secure and reliable transport services, while increasing social spending and leaving less public funds for transport;
increasing oil scarcity, putting pressure on prices;
environmental challenges, as transport emissions continue to grow and local pollution is still too high;
migration, internal mobility and globalisation of the economy, entailing more movement of people and goods and putting strain on ports, airports and their access;
growing urbanisation, causing more congestion in urban areas.

Policy objectives for sustainable transport

The European transport policy aims to establish a sustainable transport system that meets the economic, social and environmental needs of society, and contributes to a fully integrated and competitive Europe. This goal can be divided into the following policy objectives:

quality transport that is safe and secure;
a well maintained and fully integrated network;
more environmentally sustainable transport;
keeping the EU at the forefront of transport services and technologies;
protecting transport workers and their rights as well as simultaneously developing the human capital to improve the efficiency and competitiveness of the EU economy;
better price signals to improve economic efficiency by providing economic incentives to, for example, use the road in off-peak hours or use more environmentally friendly means of transport;
improving accessibility.

POLICIES FOR SUSTAINABLE TRANSPORT

The Commission suggests how the following policy instruments could be best used to respond to the sustainability challenge:

Infrastructure

Integration and interoperability of the individual parts of the transport network are necessary to achieve the optimal functioning of the European transport system as a whole. The creation of new infrastructure is expensive, whereas a lot can be achieved by simply upgrading the existing network within the EU. Intelligent transport systems and European global navigation satellite systems can be used to complement and enhance the ‘traditional’ transport networks.

Funding

The transition towards a low carbon economy will require significant and well coordinated funding. The transport sector needs to become increasingly self-financing in relation to infrastructure. The Commission suggests that charges representative of the costs of congestion, air pollution, CO₂ emissions, noise and accidents can provide funding for transport, while promoting more sustainable behaviour and giving better signals for investments.

Technology

There is a significant need for a technological shift towards low-emission vehicles and for the development of alternative solutions for sustainable transport. The Commission proposes fostering R&D expenditures towards sustainable mobility, for example through the European Green Cars Initiative and Joint Technology Initiatives.

The legislative framework

An increasing number of companies are active across national markets, which benefits overall economic performance and employment within the EU. The internal market needs to be completed with the removal of the remaining barriers between countries and transport modes and the reduction of administrative burdens on transport companies. The legislative framework in the transport sector needs to be developed towards harmonised environmental obligations, effective supervision, uniform protection of workers conditions and users’ rights.

Educate, inform and involve

Education, information and awareness raising campaigns have a strong influence on consumer behaviour and could facilitate sustainable mobility choices. Citizens should be better informed on the reasoning behind EU transport policy decisions and on available alternatives. Workers in the transport sector should be involved through information and consultation on the development, application and monitoring of transport policy.

Governance: effective and coordinated action

The EU transport system involves political, economic, social and technical interaction. Effective coordination will be required to ensure the interoperability of new technologies and regulatory practices and to avoid the multiplication of different systems at national level. EU level cooperation can also help urban authorities in making their transport systems more sustainable while respecting the principle of subsidiarity.

The external dimension

The EU holds a prominent position in the transport sector at a global level, setting standards which are increasingly also being adopted outside of the EU, such as EURO emission standards for road vehicles. International cooperation in the transport sector, aimed to establish interconnection of the major transport axes with neighbouring regions, should be promoted.

Intermodality and trans-european networks

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Intermodality and trans-european networks

Outline of the Community (European Union) legislation about Intermodality and trans-european networks

Topics

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

Transport > Intermodality and trans-european networks

Intermodality and trans-european networks

INTERMODALITY

The Marco Polo II programme
Intermodal transport: The Marco Polo Programme
Intermodal transport: combined transport of goods between Member States
Intermodal transport: intermodal loading units (ILUs)
Freight transport logistics in Europe
Quality of rail freight

REDES TRANSEUROPEAS

EU guidelines for the development of the trans-European transport network
A sustainable future for European transport
Integration of the Trans-European Transport Network into the common transport policy (Green Paper)
Trans-European Transport Network Executive Agency
Trans-European networks: towards an integrated approach
Community financial aid to trans-European networks
Interoperability of the conventional rail system
Interoperability of the trans-European high-speed rail system
For a European standard for the approval of locomotives

INFRASTRUCTURE AND PRICING

The Transport Protocol of the Alpine Convention
Allocation of railway infrastructure capacity and charging for the use of infrastructure
Charging: interoperable electronic fee collection systems in Europe

Intermodal transport: combined transport of goods between Member States

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Intermodal transport: combined transport of goods between Member States

Outline of the Community (European Union) legislation about Intermodal transport: combined transport of goods between Member States

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

Transport > Intermodality and trans-european networks

Intermodal transport: combined transport of goods between Member States

Document or Iniciative

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 [See amending acts].

Summary

This Directive applies to intermodal transport operations.

Intermodal or combined transport means the transport of goods between Member States where the vehicle uses the road on the initial or final leg of the journey and, on the other leg, rail or inland waterway or maritime services where this section exceeds 100 km as the crow flies and makes the initial or final road transport leg of the journey:

between the point where the goods are loaded and the nearest suitable rail loading station for the initial leg and between the nearest suitable rail unloading stations and the point where the goods are unloaded for the final leg, or
within a radius not exceeding 150 km as the crow flies from the inland waterway port or seaport of loading or unloading.

The transport document to be provided in the case of combined or intermodal transport must specify the rail loading and unloading stations relating to the rail leg, the inland waterway loading and unloading ports relating to the inland waterway leg or the maritime loading and unloading ports relating to the maritime section of the journey.

All hauliers established in a Member State who meet the conditions of access to the occupation and access to the market for transport of goods between Member States may, in the context of a combined transport operation between Member States, carry out initial and/or final road haulage legs which form an integral part of the combined transport operation and which may or may not include the crossing of a frontier.

The Commission must draw up a report to the Council every two years on the development of combined transport.

Member States take the necessary measures to ensure that the motor vehicle taxes applicable to road vehicles routed in combined transport are reduced or reimbursed.

In this context, an exemption from compulsory tariff regulations for initial or final road haulage legs forming part of combined transport operations is planned.

The Directive also provides for provisions specific to combined transport operations where the dispatching/receiving undertaking carries out the initial/final road haulage leg for its own account. The receiving/dispatching undertaking may then also carry out the transport operation for its own account under certain conditions.

References

Act	Entry into force	Deadline for transposition in the Member States	Official Journal
Directive 92/106/EEC	15.12.1992	1.7.1993	OJ L 368 of 17.12.1992

Amending act(s)	Entry into force	Deadline for transposition in the Member States	Official Journal
Directive 2006/103/EC	1.1.2007	–	OJ L 363 of 20.12.2006

Intermodal transport: The Marco Polo Programme

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Intermodal transport: The Marco Polo Programme

Outline of the Community (European Union) legislation about Intermodal transport: The Marco Polo Programme

Topics

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

Transport > Intermodality and trans-european networks

Intermodal transport: The Marco Polo Programme

Road freight transport is entirely dependent on fossil fuel and is thus a major CO2 contributor. Greater recourse therefore needs to be had to intermodality, which makes better use of existing infrastructure and service resources by integrating short sea shipping, rail transport and inland waterways into the logistics chain. It is in this context that the Marco Polo Programme (2003-2006) aims to shift freight from the roads to more environmentally friendly modes.

Document or Iniciative

Regulation (EC) No 1382/2003 of the European Parliament and of the Council of 22 July 2003 on the granting of Community financial assistance to improve the environmental performance of the freight transport system (Marco Polo Programme).

Summary

Background

1. Since 1975, combined transport policy (transport operations where the main part of the journey is by rail, inland waterway or sea) has encouraged a modal shift from road freight transport to rail, inland waterway and, more recently, short sea shipping.

2. The White Paper on Transport observes that, if no decisive action is taken, road freight transport in the European Union (EU) is set to grow by about 50% by 2010 and cross-border traffic to double by 2020.

3. The previous PACT Programme (1997-2001) set out to increase the use of combined transport by supporting market-driven innovative initiatives (pilot actions) in the combined transport services sector. Marco Polo, for its part, is more than a mere extension of the PACT programme which aims to reduce congestion in the road freight transport sector.

4. However, many commercial and operational obstacles affect all other forms of transport and these obstacles have to be overcome for such freight markets to be viable. Moreover, the Member States alone cannot achieve an optimum solution to the problems associated with the constant growth in international road freight transport.

The Marco Polo programme

5. The financial framework for implementing the Marco Polo programme over the period 1 January 2003 to 31 December 2006 is 75 million euros.

6. The Marco Polo programme aims to relieve congestion of road infrastructures and improve the environmental performance of the whole transport system by shifting part of road freight to short sea shipping, rail and inland waterway.

7. Like the previous PACT programme, Marco Polo aims to support commercially-oriented services in the freight transport market and finance actions involving candidate countries.

8. Unlike the PACT programme, Marco Polo sets quantified and verifiable objectives for modal shift. More specifically, the aim is to maintain the traffic share between the various transport modes for the year 2010 at its 1998 level.

9. The programme will be geared towards promoting commercially oriented services in the freight transport market. Neither research and development nor infrastructure measures are its focus.

10. The ultimate objective is to help shift international freight transport from road to short sea shipping, rail and inland waterway. This amounts to some 12 billion t km per year.

11. The Marco Polo programme helps finance three types of project:

Modal shift actions to shift road traffic to other modes of transport by providing start-up aid for new non-road freight transport services.
Setting up new non-road freight transport services is always risky. For example, regular maritime, rail and inland waterway services need a load factor of about 70 to 90% to stay viable.
The costs of setting up a new service may be co-funded up to a maximum of 30%.
Catalyst actions involving innovative measures to overcome structural barriers in the market.
This would involve, for example, setting up motorways of the sea or high quality international rail freight services, operated on a one-stop shop basis. These actions should change the way in which non-road freight transport operations are carried out and use trans-European transport networks or pan-European corridors.
The maximum amount of aid is 35%.
Common learning action.
The aim is to step up cooperation and exchange of know-how among operators in the freight logistics market in order to improve the sector’s environmental performance.
Community financial assistance is limited to 50%.

12. The Marco Polo programme applies to actions concerning the territory of at least two Member States or at least one Member State and one close third country.

References

Act	Entry into force	Deadline for transposition in the Member States	Official Journal
Regulation (EC) No 1382/2003 [adoption: COD/2004/0157]	03.08.2003	–	OJ L 196 of 02.08.2003

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 of 17.12.1992].

Commission communication of 29 May 1997 on intermodality and the intermodal carriage of goods within the European Union: a systems logic for the carriage of goods; strategies and activities intended to promote efficiency, services and sustainable development [COM(97) 243 final – Not published in the Official Journal].

Amended proposal for a Directive of the European Parliament and of the Council on intermodal loading units [COM/2004/0361 final – Not published in the Official Journal].

Proposal for a Regulation of the European Parliament and of the Council establishing the second “Marco Polo” programme for the granting of Community financial assistance to improve the environmental performance of the freight transport system (“Marco Polo II”) [COM(2004) 478 final – Not published in the Official Journal].

The proposal for a renewed Marco Polo programme does not fundamentally change the nature and procedures of the programme. Indeed, the three current types of action (modal shift, catalyst and common learning actions) are maintained under basically the same funding conditions and requirements. However, there are two new features:

wider geographic scope: to provide for a better environmental performance of the transport system within the EU, intermodal options and alternatives to road transport must also be considered outside the EU;
new action types: the next Marco Polo programme needs to achieve an overall reduction of international road freight transport via the development of motorways of the sea and traffic avoidance actions.

Allocation of railway infrastructure capacity and charging for the use of infrastructure

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Allocation of railway infrastructure capacity and charging for the use of infrastructure

Outline of the Community (European Union) legislation about Allocation of railway infrastructure capacity and charging for the use of infrastructure

Topics

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

Transport > Rail transport

Allocation of railway infrastructure capacity and charging for the use of infrastructure

Document or Iniciative

Directive 2001/14/EC of the European Parliament and of the Council of 26 February 2001 on the allocation of railway infrastructure capacity and the levying of charges for the use of railway infrastructure and safety certification [See amending acts].

Summary

This directive applies to railway infrastructure used for domestic or international rail services.

The following are excluded from its scope:

stand-alone local and regional passenger networks and networks reserved exclusively for urban and suburban passenger services;
privately owned networks reserved solely for use by the owner for its own freight operations;
shuttle services for road vehicles through the Channel Tunnel;
railway transport operations carried out in transit through the Community.

Infrastructure managers must publish a network statement containing the following information in particular:

the nature of the infrastructure which is available to railway undertakings and the conditions for accessing it;
the charging principles, including likely changes over the next five years;
the principles and criteria for capacity allocation (characteristics, restrictions, procedures and deadlines).

Infrastructure charges

Charges are set and collected by an independent charging body, generally the infrastructure manager provided it is not dependent on the railway undertakings.

The directive defines the minimum access package and the mandatory access to services to which railway undertakings are entitled. The undertakings in turn are under an obligation to provide certain mandatory services, to which additional and ancillary services may be added. These are listed in an annex.

The directive lays down charging principles: charges must be paid to the infrastructure managers and used to fund their business. In principle, the charge for the use of railway infrastructure is equal to the cost directly incurred as a result of operating trains. The infrastructure charge may include a sum reflecting the scarcity of capacity. The infrastructure charge may be adjusted to take account of the cost of the environmental impact of operating the trains.

By way of exception to these charging principles, the directive allows infrastructure managers to levy mark-ups, if the market can bear this, on the basis of efficient, transparent and non-discriminatory principles, while guaranteeing optimum competitiveness, especially of international rail freight. Subject to certain conditions, railway undertakings may be granted discounts on charges.

The directive also contains provisions on:

compensation schemes for unpaid environmental, accident and infrastructure costs;
a performance scheme;
capacity reservation charges (for capacity booked but not used).

Allocation of infrastructure capacity

The right to use railway infrastructure is granted by the infrastructure manager concerned. The infrastructure manager also allocates the available capacity which, once allocated, may not be transferred to any other undertaking by the recipient.

The rights and obligations of the infrastructure manager and of the authorised applicants are laid down in a contract. When an applicant intends to use some infrastructure capacity to operate international passenger services, the regulatory bodies ensure that all of the authorities concerned are informed.

Capacity is allocated by an independent body, which may be the infrastructure manager provided it is totally independent of the railway undertakings.

To ensure close collaboration, the directive provides, inter alia, for the establishment of an organisation to coordinate, at international level, the allocation of capacity on different networks. This could include the establishment of international train paths.

A railway undertaking and infrastructure manager may conclude a framework agreement which may not preclude use of the infrastructure by other railway undertakings and may be amended. The agreement will not specify a train path in detail but should meet the commercial needs of the authorised applicant. In principle, the framework agreement covers a period of five years, renewable for a period equal to this original duration. However, for services using specialised infrastructure, the framework agreement may be for a period of 15 years, which may be extended only in exceptional cases.

The directive lays down a schedule for the capacity allocation process and describes how railway undertakings should apply to use infrastructure.

Infrastructure managers must make every effort to meet all requests for capacity and to ensure the best possible matching of all requirements. Save in exceptional cases (specific framework agreements, scarcity of capacity or specialised infrastructure), no priority is given to any service or undertaking within the scheduling and coordination process.

Infrastructure managers unable to meet all the requests for capacity must declare the section in question to be congested. They must then carry out a capacity analysis to determine the restrictions on capacity and propose alternatives.

Within six months of the completion of a capacity analysis, the infrastructure manager must produce a capacity enhancement plan.

Infrastructure managers lay down the conditions concerning use of the train paths. In the case of congested infrastructure, the infrastructure manager may require the surrender of any train path which, over a period of at least one month, has been used less than a threshold quota to be laid down in the network statement.

The directive allows the option of an arbitration procedure in the event of any dispute over the allocation of infrastructure capacity.

Regulatory bodies

Member States must establish a regulatory body which is independent of infrastructure managers, railway undertakings or any other authority involved in the award of a public service contract. Any undertaking which considers that it has been unfairly treated or discriminated against may appeal to this body. The regulatory body is required to remedy the situation on the basis of the information it can obtain from all the parties concerned.

Derogations to this directive are provided for Ireland, Northern Ireland, Greece and Luxembourg.

References

Act	Entry into force – Date of expiry	Deadline for transposition in the Member States	Official Journal
Directive 2001/14/EC	15.3.2001	15.3.2003	OJ L 75 of 15.3.2001

Amending act(s)	Entry into force	Deadline for transposition in the Member States	Official Journal
Decision 2002/844/EC	–	–	OJ L 289 of 26.10.2002
Directive 2004/49/EC	30.4.2004	30.4.2006	OJ L 164 of 30.4.2004
Directive 2007/58/EC	4.12.2007	4.6.2009	OJ L 315 of 3.12.2007

Subsequent amendments and corrections to Directive 2001/14/EEC have been incorporated into the basic text. This consolidated versionis for reference purposes only.

Related Acts

Commission Communication of 17 September 2010 concerning the development of a Single European Railway Area [COM (2010) 474 final – Not published in the Official Journal].

Communication from the Commission to the European Parliament and the Council of 8 July 2008 “Rail noise abatement measures addressing the existing fleet” [COM(2008) 432 final – Not published in the Official Journal].
As part of tackling noise pollution, the Commission proposes to launch a programme of noise reduction for freight trains.

Another Normative about Allocation of railway infrastructure capacity and charging for the use of infrastructure

Topics

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

Transport > Intermodality and trans-european networks

Allocation of railway infrastructure capacity and charging for the use of infrastructure

Document or Iniciative

Summary

This directive applies to railway infrastructure used for domestic or international rail services.

The following are excluded from its scope:

stand-alone local and regional passenger networks and networks reserved exclusively for urban and suburban passenger services;
privately owned networks reserved solely for use by the owner for its own freight operations;
shuttle services for road vehicles through the Channel Tunnel;
railway transport operations carried out in transit through the Community.

Infrastructure managers must publish a network statement containing the following information in particular:

the nature of the infrastructure which is available to railway undertakings and the conditions for accessing it;
the charging principles, including likely changes over the next five years;
the principles and criteria for capacity allocation (characteristics, restrictions, procedures and deadlines).

Infrastructure charges

Charges are set and collected by an independent charging body, generally the infrastructure manager provided it is not dependent on the railway undertakings.

The directive also contains provisions on:

compensation schemes for unpaid environmental, accident and infrastructure costs;
a performance scheme;
capacity reservation charges (for capacity booked but not used).

Allocation of infrastructure capacity

Capacity is allocated by an independent body, which may be the infrastructure manager provided it is totally independent of the railway undertakings.

The directive lays down a schedule for the capacity allocation process and describes how railway undertakings should apply to use infrastructure.

Within six months of the completion of a capacity analysis, the infrastructure manager must produce a capacity enhancement plan.

The directive allows the option of an arbitration procedure in the event of any dispute over the allocation of infrastructure capacity.

Regulatory bodies

Derogations to this directive are provided for Ireland, Northern Ireland, Greece and Luxembourg.

References

Act	Entry into force – Date of expiry	Deadline for transposition in the Member States	Official Journal
Directive 2001/14/EC	15.3.2001	15.3.2003	OJ L 75 of 15.3.2001

Amending act(s)	Entry into force	Deadline for transposition in the Member States	Official Journal
Decision 2002/844/EC	–	–	OJ L 289 of 26.10.2002
Directive 2004/49/EC	30.4.2004	30.4.2006	OJ L 164 of 30.4.2004
Directive 2007/58/EC	4.12.2007	4.6.2009	OJ L 315 of 3.12.2007

Subsequent amendments and corrections to Directive 2001/14/EEC have been incorporated into the basic text. This consolidated versionis for reference purposes only.

Related Acts

Commission Communication of 17 September 2010 concerning the development of a Single European Railway Area [COM (2010) 474 final – Not published in the Official Journal].