European Union Short Sea Shipping - Maritime Advisors · short sea shipping, rail and inland...

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European Union Short Sea Shipping

European Union Transport Initiatives to achieve sufficient mobility in order to sustain economic growth

Prepared for the: U.S. Department of Transportation, Maritime Administration

Office of Ports and Domestic Shipping

Study submitted by: Mark Yonge, Maritime Industry Consultant Maritime Transport & Logistics Advisors

8201 Peters Rd., Suite 1000 Ft. Lauderdale, FL 33324-3266

(P) 954-873-8716; (F) 954-763-1291 Email: [email protected] www.maritimeadvisors.com

April 12, 2004


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Contents Section One (1) Introduction

Executive Summary

Conclusions

(Subsequent sections include official policy statement, details and reference)

Section Two (2) The European Union (EU) at a Glance

EU Commission Overview – “The European Union at a Glance”

EU Council and Parliament make-up

10 More Countries join EU, May 2004

European Member States & National Flags

Map of Europe

EU & International Institutions and Organizations

Glossary of geographical abbreviations

Section three (3) White Paper “European Transport Policy for 2010”

EU Commission “White Paper” (Extracts)

EU Commission Official Brief on White Paper – “A Transport Policy for Europe’s Citizens”

EU Commission statement – “European Transport Policy Conclusions: A Time to Decide”

Section Four (4) EU Maritime Transport Policy

Overview of EU Maritime Transport Policy

EU Commission Official brief on maritime State aid & policy-“Commission gives strong support to European

Maritime Transport Sector

Plan for Shipbuilding competitiveness – EU Commission Press Release

EU Merchant Fleet Chart

World Merchant Fleet Chart

Section Five (5) Definition of Short Sea Shipping by the European Union


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(Contents continued)

Section Six (6) Short Sea Shipping in the European Union

EU Commission Short Sea Shipping Overview

EU Commission Short Sea Shipping Policy Statement

EU Commission Statistical Evidence of Success

EU Short Sea Shipping Brochure

Section Seven (7) EU “Programme for the Promotion of Short Sea Shipping”

EU Commission Summary of Programme for the Promotion of Short Sea Shipping

“Mirmal” maritime law bulletin , Spain – Opinion “The 14 Commandments of the EU Commission Bremen September2003 Power Point Presentation –Programme for the Promotion of Short Sea Shipping Section Eight (8) EU Short Sea Promotion Centers

Overview of the EU Shortsea Promotion Centres EU listing of “Operational Shortsea Promotion Centres” Member States and EA Countries – Sea Shipping Focal Points European Shortsea Network Organization and Objectives information The Alliance of Maritime Regional Interests in Europe (AMRIE) Information E.S.P.O. (European Sea Ports Organization) Mission Statement Regional Action for Logistical integration of Shipping across Europe (REALISE) information EU Commission Transport Research Knowledge Center information Section Nine (9) The Trans-European Transport Networks “TEN-T” transport policy & funding EU Commission overview statement of the trans-European Transport Network (TEN-T) EU Commission TEN-T Community Guidelines overview EU Commission official statement re “Enlargement of the trans-European Transport Network: Commission proposes new projects and new funds to dynamise Europe EU Commission official MEMO detailing the EU Commissions proposals entitled “The trans-European Transport Network: new guidelines and financial rules” EU Commission official MEMO detaining Innovative funding solutions – Interoperability of electronic toll systems


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(Contents Continued) Section Ten (10) TEN-T Quick Start Program – “Motorways of the Sea” European Commission “Quick Start Map” EU Parliament Press Release – “Parliament Set to back Motorways of the Sea” EU Quick Start Projects Charts – “Motorways of the Sea” E.S.P.O (European Sea Ports Organization) Newsletter regarding TEN-T priority to “Motorways to the Sea” World Environment News article – “EU Ministers back “European Motorways of the Sea” Section Eleven (11) EU Financing Instruments EU Commission Revised overview of “Instruments that have been and could be used to provide financing for Shortsea Shipping and its intermodal integration EU Commission revised guidelines on State aid to maritime transport – “Community Guidelines on State Aid to Maritime Transport Freight Facilities Grant (FFG) “scheme (Capital Grants) overview by Department for Transport, London

EU Framework on State Aid to Ship Building

Section Twelve (12) The Marco Polo Program – EU Commission freight transport project EU Commission Introduction to the “Marco Polo Programme” EU Commission Marco Polo Programme Executive Summary EU Commission Marco Polo Programme “Frequently Asked Questions) EU Commission 2002 Mini-Call Catalyst Action Projects List EU Commission PowerPoint presentation – The Marco Polo Programme Section Thirteen (13) PACT – Pilot Actions for Combined Transport – predecessor to Marco Polo EU Commission Introduction to PACT EU Commission Staff Working Paper – Results of PACT 1997-2001 AEA Technology Executive Summary – report to European Commission – mid-term evaluation of Section Fourteen (14) Disclaimer Notices, reproduction permissions Section Fifteen (15) EU websites, references

Section

1 Contents

Introduction

Executive Summary

Conclusions


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Introduction

A recent European Commission working paper stated “Creating a dynamic EU economy and fostering deeper integration of the national economies rely on a properly functioning transport system. However, transport activities have certain negative consequences, which could turn economic growth into unsustainable development if left unmanaged”

Rising traffic levels in the European Union have lead to increasing congestion, causing delays and unreliable journey times for both individuals and firms.

To the traveler, congestion means lost time, missed opportunities, frustration, and a waste of personal resources. To the employer, congestion means lost worker productivity, delivery delays, and increased costs. Nationally - and internationally - speed, reliability and the cost of urban and inter-city freight movements are increasingly affected by congestion.

In the European Union:

• 7,500 km, or 10% of the road network, is affected daily by traffic jams

• 16,000 km of railways, 20% of the network, are classed as bottlenecks.”

• Demand is expected to continue to grow rapidly.

• Freight volumes in particular are expected to rise by 70% in the current EU 15 states and 95% in the new Member States by 2020.


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September 12, 2001, the European Commission adopted a White Paper on European transport policy for 2010. It pointed out that if the policy status quo continues and the above predictions become a reality, congestion is set to increase further, both in urban and in inter-urban areas. The monetary value of congestion delays, as estimated to come to almost €9 billion for inter-regional users just on the trans-European Transport Network (TEN-T) road network by 2020. Congestion will grow most at the borders between the current and new Member States as well as on major transit routes such as the Alps and the Pyrenees.I

The European Commission has taken a number of steps to deal with their transport needs, both successes and failures.

This report provides an overview of EU Short Sea Shipping as well as EU Transport Policy of which Short Sea Shipping in the EU is an integral part.

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This report has been prepared at the request of the U.S. Department of Transportation, Maritime Administration, Office of Ports and Domestic Shipping.

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This report utilizes a compilation of information obtained from websites, periodicals and research. Materials contained in this report have been assembled in a manner to allow quick reference to particular sections or interest. Materials were selected that would provide concise explanations and by most recent update.

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Study submitted by: Mark Yonge, Maritime Industry Consultant Maritime Transport & Logistics Advisors

8201 Peters Rd., Suite 1000 Ft. Lauderdale, FL 33324-3266

(P) 954-761-1718; (F) 954-763-1291 Email: [email protected]

http://mypeoplepc.com/members/yongdip/maritimeadvisors/

I EU Commission Staff Working Paper, Brussels, 01.10.203


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Executive Summary

Maritime transportation has historically been a major part of the European Union’s (EU’s) transportation system and now Short Sea Shipping has become the sole transport mode that has been capable of keeping up with the fast expanding EU and rapid economic growth. Part of this success as been the result of the EU’s liberalization of its maritime transport services since the 1980’s and free maritime cabotage since 1993. Unfortunately the result of this “opening up” of the national markets to competition has further increased the flow of operators to “flags of convenience” from EU Flag. The negative impact has been significant. The number of EU seafarers employed on EU-flagged ships has fallen by 37% in the space of ten (10) years (1985-1995). 51% of job losses are attributed to “flagging out”. EU Flag vessels now only compose 13% of the world fleet opposed to 32% in 1970 The European Union strongly supports their maritime transport system and has taken new policy initiatives to make the EU fleet competitive again as well as strict enforcement of international standards within the EU. New specific rules for state aid for Short Sea Shipping are focused to provide a favorable tax environment for ship owners in an effort to counter international competition by open registers and flags of convenience, utilizing tonnage tax schemes, reduced fiscal and social security contributions for seafarers and Flag-links for state aid. Short Sea Shipping is seen as an opportunity to maintain if not enhance the EU Flag maritime transport sector as well as employment of EU state member maritime employment.

Maritime transportation major part of EU transport systems Liberalization of cabotage has injured EU ships and EU labor 37% loss of EU seafarer jobs EU Flag vessels now only 13% of world fleet EU initiates new rules to incite growth in EU Flag vessels and seafarer jobs


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Short Sea Shipping is a transportation priority in the European Union (EU). It is an integral part of EU’s transport policy and goals to develop an efficient, multi-modal transport system capable of meeting the existing and future freight logistic requirements of European business and the “Enlargement” of the EU which takes effect May, 2004 (10 countries, 23% increase in size, 20% increase in population). In a statement from the European Parliament’s Regulation (EC) No 1382/2003, dated July 22, 2003 – “….shifting the balance between the modes of transport is at the heart of the sustainable development strategy”; “If no decisive action is taken, total road freight transport in Europe is set to grow by about 50% by 2010.”….. “”In its White Paper, European transport policy for 2010: time to decide, the commission proposed to take measures which should make the market shares of the modes of transport return, by 2010, to their 1998 levels”. This regulation goes on to say: “….To achieve this objective …. shift the aggregate increase in international road freight traffic to short sea shipping, rail and inland waterways or to a combination of modes of transport in which road journeys are as short as possible.” Short sea shipping is a successful mode of transport in Europe. For instance, in the 1990’s it was the only mode that was able to keep pace with the growth of road transport. It can help curb the forecasted substantial increase in heavy goods vehicle traffic, rebalance the modal shares, bypass land bottlenecks and it is safe and sustainable. Short Sea Shipping is seen as “The Dynamic Choice Complementing the Sustainable Transport Chain”.i The European Commission defines short sea shipping as: maritime transport of cargo and passengers by sea between ports situated in geographical Europe or between those ports and ports situated in non European countries having a coast line on the enclosed seas bordering Europe. It includes domestic and international maritime transport including feeders along the coast, to and from the islands, rivers and states.

Short Sea Shipping an integral part of EU transport Policy Shifting the modal balances a priority Short Sea Shipping is the EU’s “Dynamic Choice complementing the Sustainable Transport Chain” EU Short Sea Shipping Definition


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EU Short Sea Shipping has a number of generally recognized strong points. EU geography is highly favorable to it. With more than 67,000 km of coastline, very few industrial centers are located more than 400 km from a seaport. In addition, the EU has some 25,000 km of navigable rivers and canals. Infrastructure costs are low and are fully borne by users – unlike railway and highway infrastructure costs which are supported by taxpayers.ii In the EU, Short Sea Shipping energy consumption is virtually insignificant, as demonstrated by data from British Department of Transport showing that maritime transport consumes 0.12-0.25 mega-joules per ton/km, compared to 0.70-1.20 for highway transport and around 0.60 for rail traffic. Short sea shipping is seen as environmentally friendly as its CO² emissions stand at 30g per ton/km against 41g for rail and 207g for highways. Safety levels are high: British statistics show that the number of deaths per 1 billion passenger-Km is 0.5 by sea against 2 by rail and 13 by highway. The European Commission, Parliament and Council have taken positive actions in support of short sea shipping by:

• Developing supportive maritime policies

• Recognizing Short Sea Shipping as an integral part of long term transportation policy and the Trans-European Transport Network (TEN-T) Guidelines.

• Authorizing funding mechanisms for development programs such as Pilot Actions for Combined Freight (PACT) – later replaced by the Marco Polo Program, and the new TEN-T “Quick Start” program

• Including “Motorways of the Sea” as one of the “Quick Start Programs” in the revised TEN-T guidelines that were recommended by the EU Commission, October, 2003

• Established and support Short Sea Shipping Promotion Centers

• Established and supports a European Shortsea Network

Short Sea Shipping infrastructure cost are low unlike railway & highway Short Sea Shipping Energy consumption is virtually insignificant and environmentally friendly EU takes positive actions in support of Short Sea Shipping Short Sea Shipping integral part of long term transportation policy Funding mechanisms for transport development programs “Motorways of the Sea” a “Quick Start” priority program “Shortsea Promotion Centres” established


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trans-European Transport Network (TEN-T) On July, 1996 the European Parliament and Council adopted Community guidelines for the development of the trans-European Transport Network (TEN-T). TEN-T guidelines comprise roads, railways, inland waterways, airports, seaports, inland ports and traffic management systems which serve the entire continent. Unfortunately, the work is not advancing as expected and has not been able to keep up with the increase in traffic flows. Since 1996, progress in implementing the TEN-T network has been very uneven. For road, less than 4% of the length of planned links will still not be completed by 2010, and, for rail, up to 50% of the length of planned links will remain uncompleted. As regards the 14 priority projects, only three have been completed and five are expected to be completed by 2007. The remaining investments in the order of magnitude of €60 billion - suffer from significant delays. The main causes for these delays have been the lack of firm planning, significant changes in project specifications, challenges in local courts and lack of funding due to both changes in national governments priorities and poor attractiveness for private investors. “The most significant delays were concentrated on the cross-border sections of the projects, which in turn discourage Member States to invest on access links. Moreover, infrastructure project management has become increasingly complex. Carrying out major projects today may take 10 to 15 years. This affects cross-border projects in particular, typical obstacles being different timetables and administrative procedures on both sides of the border, or simply difficult negotiations on financing. The political decision-makers are sometimes inclined to sacrifice cross-border projects in favor of national projects, which are seen as being more politically attractive. This indirectly affects the domestic sections on transnational links, the profitability of which depends on the cross-border section. A long-term vision is therefore required in order to avoid short-sighted decisions on financing infrastructure - according to the political priorities of the day.

EU transportation policy TEN-T guidelines adopted in 1996 14 “Priority” projects Only 3 projects out of 14 completed €60 billion of projects suffer from significant delays Cross-border projects encounter most significant delays Major projects take 10 to 15 years Cross Border projects sacrificed as politically unattractive Long term vision needed


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Continuity and coherence over time of policy decisions is in particular required to attract private investors. A Community vision of network development, on the scale of an enlarged Europe, together with firm Member States commitments, is therefore required for planning major infrastructure and maximizing their social return.” iii The 1996 guidelines for TEN-T were revised in May, 2002, and additional revisions recommended in 2003 are expected to be adopted. They define the Union’s priorities by attaching the network “label” to certain routes, so channeling EU financial support to projects with greater Community added value. TEN-T Budget, Cohesion Fund, the European Regional Development Fund (ERDF) play an important role supporting, through direct grants TEN-T projects, while the European Investment Bank (EIB) provides loans. The EU Commission’s 2003 proposals not only identify “Priority Projects” of European Interest, i.e. reducing the bottlenecks on major routes without adding new infrastructure routes, but also propose a number of solutions to facilitate their financing and their actual implementation.

• A concentration of EU financial resources – Ten-T funds, cohesion funds, structural funds and ISPA (Instrument for Structural Policies for Pre-Accession) funds be concentrated on priority projects.

• An incentive for Member States to stick to the agreed timetable – suggesting possible withdrawal of the project in case of unjustifiable delays.

• Ex-post evaluations of each project

• Coordinated evaluation and public consultation procedures

• Infrastructure charging initiative

2003 TEN-T revisions define EU’ priorities Financial Support from TEN-T Budget; Cohesion Fund; ERDF;EIB 2003 TEN-T revisions also propose a number of solutions to facilitate financing Funding sources concentrated on Priority Projects Incentives to stick to timetables


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The 2003 proposed guideline changes provide for EU funds up to 30% co-financing levels, (up from 10%), in an effort to create enough incentive for the creation of public private partnerships (PPP’s) on several cross-border sections. The proposal also introduces a pluriannual financial planning/programming (i.e. the obligation to develop a coherent strategy setting policy priorities for a longer period covering more than one region and incorporating a multi-task approach), which will give guarantees to investors while allowing flexibility in the financial process. The estimated amount of investment required for the “Priority Projects” is around € 220 billion of which € 80 billion is planned by 2006. The expected contribution from the private sector is estimated at 20%, the remaining part will be financed by the national budgets. By 2020 the total cost of the trans-European network will amount to € 600 billion. The EU Commission suggests that carrying out these TEN-T “Priority Projects” would:

• Produce significant time savings which would add up to almost € 8 billion per year

• Reduce CO² emissions by 17 million tons per year

• Reduce other emissions, cutting external costs of air pollution by over € 700 million per year

• Rebalance the modal split on the international market segments

• Stimulate international trade, in particular in acceding countries

• Reduction of road congestion by 14% and improved safety by reducing the number of road accidents

• Improve welfare which may lead to boost economic growth 0.23% of GDP

EU funding increased in an effort to attract public private partnerships €220 billion for “Priority Projects” - €80 billion by 2006 “Priority Projects” will save travel €8 billion per year CO² emissions reduced by 17 million tons/yr Rebalance modal split Reduction of road congestion by 14% Boost economic growth 0.23% of GDP


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New program for the promotion of Short Sea Shipping

The European Commission recently adopted a new program for the promotion of Short Sea Shipping along with a proposal to standardize a new shipping container – European Intermodal Loading Units (EILU). This new program focuses on 14 actions (sometimes referred to as the “14 Commandments”) to enhance the role of Short Sea Shipping and govern the future of the European transport Industry. “Motorways of the Sea” are included but other significant “commandments” will have a positive impact on total modality sectors, including Short Sea Shipping. Following are some of the key actions:

• The IMO FAL Directive – simplifying the burden of documentary and administrative procedures by standardizing certain reporting formalities for ships to arrive in and/or depart from ports.

• The European Intermodal Loading Unit (EILU) – improvement of intermodal loading units, both containers & swap bodies.

• “Motorways of the Sea” – to alleviate major land bottlenecks in the European transport system and enhance the logistics integration of short sea shipping.

• The Marco Polo Program: expected to make a substantial contribution to converting intermodality into a reality in Europe. Budget of € 75 million for the EU “15” (2003-2006)

• A number of the “14 Commandments” presented by the European Commission are designed to improve Short Sea Shipping environmental performance, identify and eliminate obstacles, continue legislative moves towards enabling the use of electronic rather than paper submissions, carry on Research and Technological development, create “one-stop” shops and ensure the good functioning of the Short Sea Promotion Centers.

New Program for the Promotion of Short Sea Shipping “14 Commandments to enhance the role of Short Sea Shipping Simplification of documentary & administrative procedures .A new standardized EU intermodal loading unit (EILU) “Motorways of the Sea” TEN-T program will enhance logistics integration of Short Sea Shipping “Marco Polo Program” will convert intermodality into a Reality Good functioning Short Sea Promotion centers a priority


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Shortsea Promotion Centers (SPC’s) The first Short Sea Promotion Center (SPC) was established in Holland in 1997 and today there are a total of sixteen (16) SPC’s. The networks of SPC’s are coordinated by the European Shortsea Network (ESN) co-operative made up of members of each country that has a SPC. According to the EU Commission, the establishment of the SPC’s came from the need to change the incorrect and negatively perceived image of the maritime transport industry that was obstructing its potential future development. There are a number of other Short Sea Shipping and/or maritime promotion groups such as:

• The Alliance of Maritime Regional Interests in Europe (AMRIE) formed to give the maritime regional interest in Europe and effective political voice and to contribute to establishing an “Integrated Maritime Strategy”

• Regional Action for Logistical Integration of Shipping across Europe (REALISE) – formed to develop technological strategies, methodologies, and tools for the EU business community and decision makers in order to encourage the use of Short Sea Shipping.

• The European Commission’s Transport Knowledge Center which integrates transport research results on a web site: http://europa.eu.int/comm/transport/extra/index.html

• Numerous other National and regional co-operatives, coalitions and organizations

Sixteen (16) Short Sea Shipping Promotion Centers(SPC’s) in the EU SPC’s need to change negative perception AMRIE formed to give the maritime interest political voice REALISE formed to develop tools to encourage Short Sea Shipping Transport Knowledge center integrates research


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Summary & Conclusions Loyola de Palacio, Vice President of the European Commission states that “transport is at the heart of our economic system and society but in Europe it is prey to growing congestion and pollution.”

The “Enlargement” of Europe this year, May, 2004, produces a double-edged sword – (1) the positive: enlarging the European Union and enlarging free trade between the countries; (2) the negative: adding new transport demands to a transport network that is already congested and lacks adequate capacity. Ms. De Palacio states that “if no action is taken to distribute the predicted increase more evenly between different modes, cargo transport by road could increase by 50% by 2010 compared with its 1998 level.”iv The challenge of dealing with the increases has not only been accepted at the EU Commission, Parliament & Council levels but also at national and regional levels. Strong transport policy actions are being enacted to encourage modal shifts to rail and water transport. Short Sea Shipping in the EU is the only transport mode that has been able to keep up with increases in road transport demand. Expansion of the Shortsea Network is recognized to be a lower cost alternative and also provides decreases in environmental emissions, environmental impact, reduction in fuel consumption, as well as reduction of traffic accidents. The success of Short Sea Shipping as well as the success in changes in other transport modes is attributable to the fact that Europe approaches their transportation capacity policy as a fully integrated transportation system, inclusive of all modes of transportation. The European Commission recognizes the advantages of Short Sea Shipping and has made Short Sea Shipping a significant component in EU long term transport planning. The development of National and Regional Promotion Centers and the publishing of a common transport policy supports that there is an overall strategy for Short Sea Shipping to be an integral part of the transport future of the European Union.

Transport is at the heart of EU economic system and society but at risk due to growing traffic congestion and pollution Road Transport could increase 50% by 2010 if nothing done Strong actions being taken to encourage modal shifts to rail and water transport Short Sea Shipping the only mode able to keep up with increases in demand EU transportation policy includes all modes


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Ideally, all the TEN-T transport policy guidelines and actions will outpace the rate of transport growth but clearly Short Sea Shipping has already proven it’s capability to keep pace with the European Unions fast growing transport needs. More detailed information on all of these issues and policies are contained in the following compilation.

Short Sea Shipping a significant part of European Long-Term transport planning Short Sea Shipping proven mode that is able to keep pace with EU’s fast growing transport needs

i Europa Short Sea Shipping overview ii From AMRIE Short Sea Shipping: A viable Alternative to Overland Transport by Alan Donnelly, MEP with Jacques Mazieres, Director AMRIE iii EU Commission Staff Working Paper, Brussels, 01.10.203 iv Loyola de Palacio discussion regarding Long-term solutions with Short Sea Shipping, 9/27/2002

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Section

2 Contents

The European Union (EU) at a Glance

EU Council and Parliament make-up

10 More Countries join EU, May 2004

European Member States & National Flags

Map of Europe

EU & International Institutions and organizations

Glossary of geographical abbreviations

The European Union at a Glance

The European Union (EU) is a family of democratic European countries, committed to working together for peace and prosperity. It is not a State intended to replace existing states, but it is more than any other international organisation. The EU is, in fact, unique. Its Member States have set up common institutions to which they delegate some of their sovereignty so that decisions on specific matters of joint interest can be made democratically at European level.

The historical roots of the European Union lie in the Second World War. The idea of European integration was conceived to prevent such killing and destruction from ever happening again. It was first proposed by the French Foreign Minister Robert Schuman in a speech on 9 May 1950. This date, the "birthday" of what is now the EU, is celebrated annually as Europe Day.

There are five EU institutions, each playing a specific role:

• European Parliament (elected by the peoples of the Member States); • Council of the European Union (representing the governments of the Member States); • European Commission (driving force and executive body); • Court of Justice (ensuring compliance with the law); • Court of Auditors (controlling sound and lawful management of the EU budget).

These are flanked by five other important bodies:

• European Economic and Social Committee (expresses the opinions of organised civil society on economic and social issues);

• Committee of the Regions (expresses the opinions of regional and local authorities); • European Central Bank (responsible for monetary policy and managing the euro); • European Ombudsman (deals with citizens' complaints about maladministration by any

EU institution or body); • European Investment Bank (helps achieve EU objectives by financing investment

projects);

A number of agencies and other bodies complete the system.

The rule of law is fundamental to the European Union. All EU decisions and procedures are based on the Treaties, which are agreed by all the EU countries.

Initially, the EU consisted of just six countries: Belgium, Germany, France, Italy, Luxembourg and the Netherlands. Denmark, Ireland and the United Kingdom joined in 1973, Greece in 1981, Spain and Portugal in 1986, Austria, Finland and Sweden in 1995. In 2004 the biggest ever enlargement takes place with 10 new countries joining.

In the early years, much of the co-operation between EU countries was about trade and the economy, but now the EU also deals with many other subjects of direct importance for our everyday life, such as citizens' rights; ensuring freedom, security and justice; job creation; regional development; environmental protection; making globalisation work for everyone.

http://europa.eu.int/abc/print_index_en.htmhttp://europa.eu.int/pol/justice/index_en.htmhttp://europa.eu.int/pol/socio/index_en.htmhttp://europa.eu.int/pol/reg/index_en.htmhttp://europa.eu.int/pol/env/index_en.htmhttp://europa.eu.int/pol/comm/index_en.htm

The European Union has delivered half a century of stability, peace and prosperity. It has helped to raise living standards, built a single Europe-wide market, launched the single European currency, the euro, and strengthened Europe's voice in the world.

Unity in diversity: Europe is a continent with many different traditions and languages, but also with shared values. The EU defends these values. It fosters co-operation among the peoples of Europe, promoting unity while preserving diversity and ensuring that decisions are taken as close as possible to the citizens.

In the increasingly interdependent world of the 21st century, it will be even more necessary for every European citizen to co-operate with people from other countries in a spirit of curiosity, tolerance and solidarity.

http://europa.eu.int/abc/print_index_en.htm(European Commission website)

http://europa.eu.int/pol/singl/index_en.htmhttp://www.euro.ecb.int/en.htmlhttp://europa.eu.int/comm/worldhttp://europa.eu.int/abc/print_index_en.htm

Keeping the EU democratic, fair and efficient

The EU needs a streamlined and efficient decision-making system as it enlarges from 15 to 25 and eventually more members. But the arrangements must be fair to all member states, old and new, large and small.

Each EU country has a certain number of votes it can cast when the Council of Ministers takes decisions. The people of each country also elects a certain number of members of the European Parliament. These numbers roughly reflect the relative size of the country's population. They will change in 2004, after ten countries have joined and following the European Parliament elections.

The new numbers will be as follows (in alphabetical order according to the country's name in its own language): A decision by the Council often requires that countries representing about 72% of the votes are in favour.

Number of votes in Council Number of

members of Parliament

Belgium 12 24 Cyprus 4 6 Czech Republic 12 24 Denmark 7 14 Germany 29 99 Greece 12 24 Spain 27 54 Estonia 4 6 France 29 78 Hungary 12 24 Ireland 7 13 Italy 29 78 Latvia 4 9 Lithuania 7 13 Luxembourg 4 6 Malta 3 5 Netherlands 13 27 Austria 10 18 Poland 27 54 Portugal 12 24 Slovakia 7 14 Slovenia 4 7 Finland 7 14 Sweden 10 19 United Kingdom 29 78 TOTAL 321 732

http://europa.eu.int/abc/index2_en.htm(European Union Website)

http://europa.eu.int/abc/index2_en.htm

10 More Countries Join the EU May, 2004 Netherlands seeks leadership role in Europe*

In May, the European Union will expand to 25 nations, when 10 more countries join the economic and political group, mainly from former communist Eastern Europe. The expansion offers new opportunities for business to combine production in the lower-wage eastern European nations with distribution in the higher-income parts of Western Europe and beyond. Netherlands is trying to position itself as the gateway to the larger union and its more than 450 million residents, with Amsterdam as the hub. The 10 countries joining the European Union this spring are Czech Republic, Estonia, Cyprus, Latvia, Lithuania, Hungary, Malta, Poland, Slovenia and Slovakia -- countries with a combined population of more than 70 million. Two more countries are likely to join the EU in 2007, Bulgaria and Romania, bringing the European Union to nearly 500 million residents, almost double the U.S. population. *Excerpts from Sun-Sentinel International Business article by Doreen Hemlock, Business Writer, February 16, 2004 http://www.sun-sentinel.com/business/local/sfl-ybintl16feb16,0,7187314.story

http://www.sun-sentinel.com/business/local/sfl-ybintl16feb16,0,7187314.story

European Union Member States These are the main governmental sites for each country, which usually include the sites for the Head of State, the Government, the Ministry of Foreign Affairs, and sometimes a portal site for the national civil service. The section "Other useful links" gives users access to the sites for institutions such as the national parliament, the national statistics office, the central bank and the national cultural organisation.

Austria

Belgium

Denmark

Finland

France

Germany

Greece

Ireland

Italy

Luxembourg

Portugal

Spain

Sweden

The Netherlands

United Kingdom

New Member States These are the main governmental sites for each country, which usually include the sites for the Head of State, the Government, the Ministry of Foreign Affairs, and sometimes a portal site for the national civil service. The section "Other useful links" gives users access to the sites for institutions such as the national parliament, the national statistics office, the central bank and the national cultural organisation.

Cyprus

Czech Republic

Estonia

Hungary

Latvia

Lithuania

Malta

Poland

Slovakia

Slovenia

Applicant countries These are the main governmental sites for each country, which usually include the sites for the Head of State, the Government, the Ministry of Foreign Affairs, and sometimes a portal site for the national civil service.

http://europa.eu.int/abc/governments/index_en.htmhttp://europa.eu.int/abc/governments/index_en.htmhttp://europa.eu.int/abc/governments/austria/index_en.htmhttp://europa.eu.int/abc/governments/belgium/index_en.htmhttp://europa.eu.int/abc/governments/denmark/index_en.htmhttp://europa.eu.int/abc/governments/denmark/index_en.htmhttp://europa.eu.int/abc/governments/finland/index_en.htmhttp://europa.eu.int/abc/governments/france/index_en.htmhttp://europa.eu.int/abc/governments/germany/index_en.htmhttp://europa.eu.int/abc/governments/greece/index_en.htmhttp://europa.eu.int/abc/governments/ireland/index_en.htmhttp://europa.eu.int/abc/governments/italy/index_en.htmhttp://europa.eu.int/abc/governments/luxembourg/index_en.htmhttp://europa.eu.int/abc/governments/portugal/index_en.htmhttp://europa.eu.int/abc/governments/spain/index_en.htmhttp://europa.eu.int/abc/governments/sweden/index_en.htmhttp://europa.eu.int/abc/governments/netherlands/index_en.htmhttp://europa.eu.int/abc/governments/united_kingdom/index_en.htmhttp://europa.eu.int/abc/governments/united_kingdom/index_en.htm

The section "Other useful links" gives users access to the sites for institutions such as the national parliament, the national statistics office, the central bank and the national cultural organisation.

Bulgaria

Romania

Turkey

Other European countries These are the main governmental sites for each country, which usually include the sites for the Head of State, the Government, the Ministry of Foreign Affairs, and sometimes a portal site for the national civil service. The section "Other useful links" gives users access to the sites for institutions such as the national parliament, the national statistics office, the central bank and the national cultural organisation.

Albania

Andorra

Belarus

Bosnia-Herzegovina

Croatia

Former Yugoslav Republic of Macedonia

Iceland

Liechtenstein

Moldova

Monaco

Norway

Russia

San Marino

Serbia and Montenegro

Switzerland

Ukraine

Vatican City

http://europa.eu.int/abc/governments/index_en.htm(European Commission Web site)

http://europa.eu.int/abc/governments/index_en.htmhttp://europa.eu.int/abc/governments/index_en.htm

WelcomEurope 2002 © www.welcomeurope.com

European and International Institutions and Organs

1. European institutions The statutes and general objectives of the Community institutions are defined in the Treaties. Some new treaties are regularly signed to enlarge the competences of the institutions. Five institutions exist: the European Commission, the European Parliament, the Council of the European Union, the Court of justice of the European Communities and the Court of Auditors. The other organisms are not considered as institutions but as complementary organs. They are independent or annexed.

a) The European Commission The European Commission has three responsibilities: - It is the Guardian of the Treaties: it ensures the implementation of the Treaties and of the community legislation. - It has an initiative function: it proposes texts to the Parliament and the Council, which will then adopt them and edit a European law or implement financing programmes. - It has an execution and management function: it manages the budget, the community funds and the common Structural Funds. Finally it negotiates treaties for the Community.

b) The European Parliament It is constituted of European Members of Parliament who are directly elected in each Member State. The Parliament holds a three-fold action: - It is one of the European decision makers; it carries Community acts - Legislative Power. - Its Budgetary Power allows it to define the definitive budget. It is enabled to reject it. - It also holds a Political control of the institutions: it can ask the Commission to submit a proposal to the Council or ask written or oral questions to the institutions.

c) The Council of the European Union

It is also called "Council" or "Council of Ministers" and it is constituted of fifteen ministers, who represent the policy of their government. For instance, the Agriculture Council will gather 15 Ministers in charge of Agriculture. It carries regulations, directives, decisions, recommendations or advice.

d) The Court of Justice of the European Communities (CJEC) The Court of Justice ensures the strict observance of the Community law. In the context of a national-wide trial, a judge may refer to the Court to answer to a Community question.


e) The Court of Auditors It is an independent institution that monitors the financial management of the Union, its institutions, the organisations or recipients of European financial supports.

f) A particular case: the European Council

The European Council has a vague and rather undefined statute. It is not a European institution. It gathers the President or/and the Prime Minister of the Member States of the European Union in a Summit at least twice a year. Together, they define the priorities and the calendar of the Community construction.

2. The other Community organs

a) The Economic and Social Committee (ESC)

It gathers the representatives of the organised civil society of the Member States and the groups of social and economic interests (employers, workers and activity groups regarding all sectors of activity) to enable them to express and defend their opinions within the institutions. The Commission must consult it before acts related to the internal market, education, consumers’ safety, environment, regional development or social affairs are adopted. However, it can decide to issue opinion for the institutions to defend the living conditions of the citizens.

b) The Committee of the Regions It is a consultative organ, which represents the local and regional authorities. The European Commission or the Council and the Parliament must consult it when the matter may have regional or local repercussions. It may emit opinions.

c) The European Investment Bank (EIB)

The EIB group is the financial organisation of the European Union. The Group consists of the EIB itself, which allocates direct or indirect global loans and of the EIF (European Investment Fund) that supports the innovative companies through activities of capital venture or guarantees. They act in order to foster the implementation of fundamental and priority objectives in the European Union.

d) The European Central Bank (ECB) The ECB manages the introduction of the single currency and defines the monetary policy of the countries belonging to the Euro-zone. Its fundamental mission is to monitor and master inflation within the Union, but it also controls the reserves and leads the change operations.

e) The European Bank for Reconstruction and Development (EBRD)

The EBRD fosters the transition towards open market-oriented economies in the Central and Eastern European countries and in the Commonwealth of Independent States (CIS). It grants loans and brings guarantees to the projects that aim at modernising infrastructures in those countries.


3. The international organisations

a) The Council of Europe The Council of Europe gathers 43 Member States. Created in 1949, its first goal was to strengthen the unity of the continent, to protect the dignity of the European citizens and to "create a union getting always tighter between its members." Important notice: this independent international organisation must not be confused with the Council of the European Union and the European Council. Council of Europe Development Bank (CEB) It gathers 35 Member States. The Council of Europe Development Bank (CEB) is the oldest international financial institution in Europe and the only one with an exclusively social vocation. It is placed under the supreme authority of the Council of Europe. It nevertheless has a financial autonomy. The Bank participates to the financing of social projects, responds to emergency situations and contributes to improving living conditions and social cohesion in the less advantaged regions of Europe.

b) The Organisation for Economic Co-operation and Development (OECD) Created in 1948, (under the name of EOCD, European Organisation for Co-operation and Development), it was an American proposal, which objective was to distribute the Marshall Plan funds after the war to reconstruct Europe. After this period, it became the OECD. It counts 30 Member States and includes several countries external to Europe such as the United States, Canada, Japan and Australia. Currently, it is an organisation of co-operation for economic development.

c) North Atlantic Treaty Organisation (NATO)

This partnership gathering all North American and European democracies ensures their common security thanks to a political and military alliance. It also facilitates the co-operation in other fields, such as science and environment, emergency civil plans, and support in case of catastrophe. NATO contributes to political stability, economic development and long-term security in the Member States. It is ready to contribute to an efficient prevention of conflicts and to commit itself to the crisis management.

ANNEX 2 Glossary of geographical abbreviations

ACP - Africa-Caribbean-Pacific: Angola, Antigua and Barbuda, Bahamas, Barbados, Belize, Benin, Botswana, Burkina Faso, Burundi, Cameroon, Cape Verde, Central African Republic, Comoros, Congo, Côte d’Ivoire, Djibouti, Dominica, The Dominican Republic, Ethiopia, Fiji, Gabonese Republic, Gambia, Ghana, Grenada, Guinea, Guinea-Bissau, Equatorial Guinea, Guyana, Haiti, Jamaica, Kenya, Kiribati, Lesotho, Liberia, Madagascar, Malawi, Mali, Mauritania, Mauritius, Mozambique, Niger, Nigeria, Uganda, Papua New Guinea, Rwanda, Saint Kitts and Nevis, Saint Lucia, Saint Vincent and The Grenadines, Western Samoa, Sao Tome, Senegal, Seychelles, Sierra Leone, Solomon Islands, Somali, Sudan, Suriname, Swaziland, Tanzania, Chad, Togo, Tonga, Trinidad and Tobago, Tuvalu, Vanuatu, Zaire, Zambia, Zimbabwe Acceding countries in 2004: Cyprus, Czech Republic, Estonia, Hungary, Latvia, Lithuania, Malta, Poland, Slovakia, Slovenia ALA: Asia, Latin America ASEAN : Association of South –East Asian countries : Brunei, Cambodia, Indonesia, Laos, Malaysia, Myanmar, Philippines, Singapore, Thailand, VietNam Associated countries (within FP6): Bulgaria, Cyprus, Czech Republic, Estonia, Iceland, Israel, Hungary, Latvia, Liechtenstein, Lithuania, Malta, Norway, Poland, Romania, Slovakia, Slovenia, Switzerland, Turkey Candidate countries to EU: Bulgaria, Romania, Turkey CEB - Council of Europe Development Bank (35 Members): Albania, Belgium, Bulgaria, Cyprus, Croatia, Czech Republic, Denmark, Estonia, Finland, France, Former Yugoslav Republic of Macedonia (FYROM), Germany, Greece, Hungary, Iceland, Italy, Latvia, Liechtenstein, Lithuania, Luxembourg, Malta, Moldavia, Netherlands, Norway, Poland, Portugal, Romania, San Marino, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey, Vatican City State CEEC - Central and Eastern European Countries: Bosnia and Herzegovina, Bulgaria, Croatia, Czech Republic, Estonia, Serbia and Montenegro (Federal Republic of Yugoslavia) , Former Yugoslav Republic of Macedonia (FYROM), Hungary, Latvia, Lithuania, Poland, Romania, Slovakia, Slovenia CIS - Commonwealth of Independent States: Armenia, Azerbaijan, Belarus, Georgia, Kazakhstan, Kyrgyzstan, Moldova, Russia, Tajikistan, Turkmenistan, Ukraine, Uzbekistan COE - Council of Europe (45 Member States): Albania, Andorra, Armenia, Austria, Azerbaijan Belgium, Bosnia and Herzegovina, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Former Yugoslav Republic of Macedonia (FYROM), Georgia, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Liechtenstein, Lithuania, Luxembourg, Malta, Moldavia, Netherlands, Norway, Poland, Portugal, Romania, Russian Federation, San Marino, Serbia and Montenegro, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey, Ukraine, United Kingdom

EBRD - European Bank for Reconstruction and Development: Albania, Armenia, Azerbaijan, Belarus, Bosnia and Herzegovina, Bulgaria, Croatia, Czech Republic, Estonia, FYR of Macedonia, Georgia, Hungary, Kazakhstan, Kyrgyzstan, Latvia, Lithuania, Moldova, Poland, Romania, Russian Federation, Serbia and Montenegro, Slovakia, Slovenia, Tajikistan, Turkmenistan, Ukraine, Uzbekistan EEA - European Economic Area countries: All Member States of EU and EFTA, except Switzerland EFTA - European Free Trade Association: Iceland, Liechtenstein, Norway, Switzerland European Union 15 Members : Austria, Belgium, Denmark, Finland, France, Germany, Greece, Ireland, Italy, Luxembourg, the Netherlands, Portugal, Spain, Sweden, United Kingdom European Union 25 Members : Austria, Belgium, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Ireland, Italy, Latvia, Lithuania Luxembourg, Malta the Netherlands, Poland, Portugal, Slovakia, Slovenia, Spain, Sweden, United Kingdom FYROM: Former Yugoslav Republic of Macedonia MERCOSUR: Argentina, Brazil, Paraguay, Uruguay New Independent States (NIS) – Central Asia: Armenia, Azerbaijan, Belarus, Georgia, Kazakhstan, Kyrgyzstan, Mongolia, Moldavia, Uzbekistan, Russia, Tajikistan, Turkmenistan, Ukraine Mediterranean partner countries: Algeria, Palestinian Authorities, Cyprus, Egypt, Israel, Jordan, Lebanon, Malta, Morocco, Syria, Tunisia, Turkey Overseas Countries and Territories - OCTs: Greenland,New Caledonia and Dependencies,French Polynesia, French Southern and Antarctic Territories, Wallis and Futuna Islands, Mayotte, Saint Pierre and Miquelon, Aruba, Netherlands Antilles, Anguilla, Cayman Islands, Falkland Islands, South Georgia and the South Sandwich Islands, Montserrat, Pitcairn, Saint Helena and Dependencies, British Antarctic Territory, British Indian Ocean Territory, Turks and Caicos Islands, British Virgin Islands, Bermuda. Western Balkans – South East Europe: Albania, Bosnia and Herzegovina, Croatia, Serbia and Montenegro (Federal Republic of Yugoslavia), Former Yugoslav Republic of Macedonia (FYROM)

Section

3 Contents

White Paper “European Transport Policy for 2010”

EU Commission White Paper (Extracts)

EU Commission Official Brief on White Paper

EU Commission statement – “A Time to Decide”

European transport policy for 2010: time to decide EUROPEAN COMMISSION

EUROPEAN

COMMISSION

WHITE PAPEREuropean transport policy for 2010:time to decide

32

EUROPEAN TRANSPORT POLICY

FOREWORD

ransport is crucial for our economic competitivenessand commercial, economic and cultural exchanges. This

sector of the economy accounts for some _1000 billion,or over 10 % of the EU’s gross domestic product, and employs

10 million people. Transport also helps to bring Europe’s citizenscloser together, and the Common Transport Policy is one of thecornerstones of the building of Europe. However, the warningsigns are clear. Congestion, resulting in environmental nuisanceand accidents, is getting worse day by day, and penalising bothusers and the economy. If nothing is done, the cost of congestion will, on its own, account for 1 % ofthe EU’s gross domestic product in 2010 while, paradoxically, the outermost regions remain poorlyconnected to the central markets.

Europe must bring about a real change in the Common Transport Policy. The time has come to setnew objectives for it: restoring the balance between modes of transport and developingintermodality, combating congestion and putting safety and the quality of services at the heart ofour efforts, while maintaining the right to mobility. One of the main challenges is to define commonprinciples for fair charging for the different modes of transport. This new framework for chargingshould both promote the use of less polluting modes and less congested networks and prepare theway for new types of infrastructure financing.

The Transport White Paper adopted by the European Commission on 12 September 2001 paints arealistic picture of the present situation with regard to transport and sets out an ambitious actionprogramme comprising 60 or so measures between now and 2010.

However, the White Paper is only the first step, and transport policy as such is only one part of theanswer. To meet our objectives, it will inevitably be necessary to take additional measures in otherareas, e.g. budget policy, industrial policy, regional policy, social policy and the organisation ofworking time.

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CONCLUSIONS: TIME TO DECIDE

A large number of political measures and instruments will be needed to launch theprocess which, over the next 30 years, will lead to the kind of sustainable transportsystem we might hope to achieve. The measures advocated in this White Paper aremerely the first stages of a longer-term strategy.

We will not be able to adapt the common transport policy to the requirements ofsustainable development unless a number of problems can be rapidly resolved:

— adequate funding of the infrastructure needed to eliminate bottlenecks and to linkthe Community’s outlying regions to its central regions. Creation of the trans-European network remains one of the preconditions for the rebalancing of transportmodes. That is why it is fundamentally important that external costs, and in partic-ular environmental costs, be internalised into the infrastructure charges that allusers will have to pay;

— political determination to get the 60-odd measures proposed in the White Paperadopted. The EU will avoid congestion only if it remains very attentive to the ques-tion of regulated competition, in which, when it comes to freight transport, the rail-ways are playing their last card;

— a new approach to urban transport by local public authorities which reconciles themodernisation of public services with rationalisation of private car use; this is partof what it will take to comply with the international commitments to reduce pollu-tant CO

2 emissions;

— satisfying the needs of users who, in return for the increasingly high cost ofmobility, are entitled to expect a quality service and full respect for their rights, irre-spective of whether the service is provided by public enterprises or by privatecompanies; this will make it possible to place the user at the heart of transportorganisation.

However, the common transport policy alone will not provide all the answers. It mustbe part of an overall strategy integrating sustainable development, to include:

— economic policy and changes in the production process that influence demand fortransport;

— land-use planning policy and in particular town planning — we must avoid anyunnecessary increase in mobility needs caused by unbalanced urban planning;

— social and education policy, through organisation of working patterns and schoolhours;

— urban transport policy at local level and especially in large cities;

— budgetary and fiscal policy, to link the internalisation of external, and especiallyenvironmental, costs with completion of the trans-European network;

— competition policy, to ensure, in line with the objective of high-quality public serv-ices, and particularly in the rail sector, that the opening-up of the market is nothampered by the dominant companies already present on the market;

— research policy for transport in Europe, to bring greater consistency to the variousresearch efforts at Community, national and private level, in line with the concept ofthe European research area.

A number of measures identified in this White Paper, such as the place of the car andthe quality of public services, will involve choices and action decided at national level,in the context of clearly delineated subsidiarity. The proposals put forward in the WhitePaper (Annex I) focus on 60-odd measures to be taken at Community level. Along thelines of what is happening in other areas such as energy, telecommunications andfinancial services, there is a need for a new form of regulation to be developed in rela-tion to transport at European level, whereby the national regulatory authorities nowbeing set up act in a coordinated fashion, e.g. for allocating slots in aviation or trainpaths on the railways, or for road safety.This is a characteristic phenomenon of the newgovernance (107).

As already emphasised, these measures are more ambitious than they may seem. Weshould be aware that in terms of the adoption process — which more often than notentails European Parliament/Council co-decision — we need to break with the Trans-port Ministers’ present practice of systematically seeking a consensus. We must fullyexploit the opportunities offered by the Maastricht Treaty (and extended by theAmsterdam and Nice Treaties) for taking decisions by a qualified majority.

To speed up the decision-making process and assess progress, the Commission hasdecided to draw up a timetable with dates for achieving specific objectives, and in 2005it will make an overall assessment of the implementation of the measures advocated inthe White Paper. This assessment will take account of the economic, social and environ-mental consequences of the proposed measures (108). It will also be based on a detailedanalysis of those effects of enlargement liable to change the structure of the Europeantransport system. As far as possible, the Commission will also continue to quantify thestated objectives and to this end intends to produce a communication in 2002 tospecify those objectives.

(107) ‘European governance: a White Paper’: COM(2001) 428.(108) Monitored in the framework of ‘TERM’: transport and environment reporting mechanism.

WHITE PAPEREuropean transport policy for 2010:time to decide

ANNEX IAction programme

101


ANNEX I

ACTION PROGRAMME

The measures proposed in the White Paper maybe summarised as follows:

1. Shifting the balance betweenmodes of transport

1.1. IMPROVING QUALITY IN THE ROAD SECTOR

• Harmonise inspections and penalties by theend of 2001 in order to:— promote efficient, uniform interpretation,

implementation and monitoring ofexisting road transport legislation;

— establish the liability of employers forcertain offences committed by theirdrivers;

— harmonise the conditions forimmobilising vehicles;

• increase the number of checks whichMember States are required to carry out(currently on 1 % of days actually worked)on compliance with driving times anddrivers’ rest periods.

• Keep the road transport profession attractiveby promoting the necessary skills andensuring satisfactory working conditions.

• Harmonise the minimum clauses incontracts governing transport activity inorder to allow tariffs to be revised shouldcosts increase (e.g. a fuel price rise).

1.2. REVITALISING THE RAILWAYS

• Gradually open up the railway market inEurope. By the end of 2001 the Commission

100

will submit a second package of measuresfor the rail sector with a view to:— opening up the national freight markets

to cabotage;— ensuring a high-level safety for the

railway network based on rules andregulations established independentlyand a clear definition of theresponsibilities of each player involved;

— updating the interoperability directivesfor all components of the high-speedand conventional railway networks;

— gradual opening-up of internationalpassenger transport;

— promoting measures to safeguard thequality of rail services and users’ rights. Inparticular, a directive will be proposed tolay down the terms of compensation inthe event of delays or failure to meetservice obligations. Other measuresrelating to the development of servicequality indicators, terms of contract,transparency of information forpassengers and out-of-court disputeresolution mechanisms will also beproposed.

• Step up rail safety by proposing a directiveand setting up a Community structure forrailway interoperability and safety.

• Support the creation of new infrastructure,and in particular rail freight freeways.

• Enter into dialogue with the rail industries in the context of a voluntary

agreement to reduce adverse environmentalimpact.

1.3. CONTROLLING THE GROWTH IN AIR TRANSPORT

• Propose the introduction by 2004, in thecontext of the single sky, of:— a strong regulator with adequate

resources independent of the variousinterests at stake, and capable of settingobjectives allowing traffic to grow whileguaranteeing safety;

— a mechanism enabling the military tomaintain defence capabilities while usingthe scope for cooperation to ensuremore efficient overall organisation ofairspace;

— social dialogue with the social partners,which could begin with the air trafficcontrollers, allowing consultation,following the experience in other sectors,on aspects of the common aviationpolicy that have a considerable socialimpact. This dialogue could lead toagreements between the organisationsconcerned;

— cooperation with Eurocontrol to draw onits expertise and know-how to developand administer the Community rules;

— a surveillance, inspection and penaltiessystem ensuring effective enforcementof the rules.

• In the framework of the International CivilAviation Organisation, rethink air transporttaxation and negotiate the introduction of akerosene tax by 2004 and differential enroute air navigation charges.

• Launch a debate in 2002 on the future ofairports in order to:— make better use of existing capacity;— review the airport charges systems;— integrate air transport into a logical

system with the other modes oftransport;

— determine what new airportinfrastructure is required.

• Present a revision in 2003 of the slotallocation system, in order to improvemarket access while taking account of theneed to reduce environmental impacts atCommunity airports.

• Negotiate with the United States a jointtransatlantic aviation agreement to replacethe current open skies agreements.

1.4. ADAPTING THE MARITIME AND INLAND WATERWAYTRANSPORT SYSTEM

• Develop the infrastructure needed to buildveritable ‘motorways of the seas’.

• Simplify the regulatory framework formaritime and inland waterway transport byencouraging in particular the creation ofone-stop offices for administrative andcustoms formalities and by linking up all theplayers in the logistics chain.

• Propose a regulatory framework for safetycontrols for passengers embarking on shipsoffering European cruises in order to combatthe risk of attacks, along the lines of what isdone in air transport.

• Tighten up the maritime safety rules incooperation with the International MaritimeOrganisation and the International LabourOrganisation, in particular:— by incorporating the minimum social

rules to be observed in ship inspections,and

— by developing a genuine Europeanmaritime traffic management system.

• Encourage the reflagging of the greatestpossible number of ships to Communityregisters, based on the best practicesdeveloped in social and fiscal matters, byproposing in 2002 measures on tonnage-based taxation and the revision of theguidelines on State aid to maritimetransport.

• Improve the situation of inland waterwaytransport through:— the current standardisation of technical

requirements for the entire Communitywaterway network by 2002;

— greater harmonisation of boatmasters’certificates throughout the Community’sinland waterway network, including theRhine. The Commission will present aproposal on this subject in 2002;

— harmonisation of conditions in respect ofrest periods, crew members, crewcomposition and navigation time ofinland waterway vessels. The Commissionwill present a proposal on this subject in2002.

1.5. LINKING UP THE MODES OF TRANSPORT

• Establish by 2003 a new programme topromote alternative solutions to road

103


transport (Marco Polo), which could have abudget of some EUR 30 million per year inhelp launch commercial projects.

• Propose by 2003 a new Communityframework for the development of theprofession of freight integrator and thestandardisation of transport units andfreight loading techniques.

2. Eliminating bottlenecks

• In 2001 revise the trans-European networkguidelines in order to eliminate bottlenecksby encouraging corridors with priority forfreight, a rapid passenger network and trafficmanagement plans for major roads, andadding to the ‘Essen’ list such projects as, byway of illustration:— a high-capacity railway route through

the Pyrenees for freight;— East European high-speed

train/combined transportParis–Stuttgart–Vienna;

— the Fehmarn bridge/tunnel betweenGermany and Denmark;

— the Galileo satellite navigation project;— improvement of the navigability of the

Danube between Straubing andVilshofen;

— the Verona–Naples rail link, including theBologna–Milan branch;

— the interoperability of the Iberian high-speed rail network.

• In 2001 increase to 20 % the maximumfunding under the trans-European networkbudget for the main bottlenecks, includingthose still remaining on the Union’s frontierswith the accession candidate countries, andthen introduce conditionality rules.

• In 2004 present a more extensive revision ofthe trans-European network aimed inparticular at integrating the networks of theaccession candidate countries, introducingthe concept of ‘motorways of the seas’,developing airport capacities and improvingterritorial cohesion on the continental scale.

• Establish a Community framework forallocating revenue from charges oncompeting routes to the construction ofnew infrastructure, especially railinfrastructure.

• Harmonise minimum safety standards forroad and rail tunnels belonging to the trans-European transport network.

3. Placing users at the heart oftransport policy

3.1. UNSAFE ROADS

• Set a target for the EU of reducing by half

the number of people killed on European

roads by 2010.

• By 2005 harmonise the rules governing

checks and penalties in international

commercial transport on the trans-European

road network, particularly with regard to

speeding and drink-driving.

• Draw up a list of ‘black spots’ on trans-

European routes where there are particularly

significant hazards and harmonise their sign-

posting.

• Require coach manufacturers to fit seat belts

on all seats of the vehicles they produce. A

directive to this end will be proposed in

2003.

• Tackle dangerous driving and exchange

good practices with a view to encouraging

responsible driving through training and

education schemes aimed in particular at

young drivers.

• Continue efforts to combat the scourge of

drink-driving and find solutions to the issue

of the use of drugs and medicines.

• Develop a methodology at European level to

encourage independent technical

investigations, e.g. by setting up a

committee of independent experts within

the Commission.

3.2. THE FACTS BEHIND THE COSTS TO THE USER

• In 2002 propose a framework directive

setting out the principles and structure of an

infrastructure-charging system and a

common methodology for setting charging

levels, offset by the removal of existing taxes,

and allowing cross-financing.

• Make the tax system more consistent by

proposing uniform taxation for commercial

road transport fuel by 2003 to round off the

internal market.

• In 2002 propose a directive guaranteeing

the interoperability of means of payment on

the trans-European road network.

102

3.3. RIGHTS AND OBLIGATIONS OF USERS

• In 2001 increase air passengers’ existingrights through new proposals concerning inparticular denied boarding due tooverbooking, delays and flight cancellations.

• In 2001 put forward a regulation concerningrequirements relating to air transportcontracts.

• By 2004, and as far as possible, extend theCommunity measures protectingpassengers’ rights to include other modes oftransport, and in particular the railways,maritime transport and, as far as possible,urban transport services. This concerns inparticular service quality and thedevelopment of quality indicators, contractconditions, transparency of information topassengers and extrajudicial disputesettlement mechanisms.

• Propose an adjustment of procedures fornotifying State aid, particularly in casesrelating to compensation for public serviceobligations on links to the Community’soutlying regions and small islands.

• Clarify the general principles which shouldgovern services of general economic interestin the field of transport in order to provideusers with a service of quality, in keepingwith the Commission communication onservices of general interest in Europe.

4. Managing the effects oftransport globalisation

• Link the future Member States to the EU’s

trans-European network by means of

infrastructure of quality with a view to

maintaining the modal share of rail transport

at 35 % in the candidate countries in 2010

by mobilising private-sector finance.

• Make provision in the Community’s future

financial perspective for adequate public

funding of infrastructure in the new member

countries.

• Develop the administrative capacities of the

candidate countries, notably by training

inspectors and administrative staff

responsible for enforcing transport

legislation.

• Full membership for the European

Community in the main international

organisations, in particular the International

Civil Aviation Organisation, the International

Maritime Organisation, the Rhine Navigation

Commission, the Danube Commission and

Eurocontrol.

• By 2008 develop for the EU a satellite

navigation system with global cover, over

which it will have control and which will

meet its accuracy, reliability and security

requirements (Galileo).

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Brussels, 12 September 2001

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With its new Transport Policy White Paper, the Commission is proposing an ActionPlan aimed at bringing about substantial improvements in the quality and efficiencyof transport in Europe. It is also proposing a strategy designed to gradually break thelink between constant transport growth and economic growth in order to reduce thepressure on the environment and prevent congestion while maintaining the EU’seconomic competitiveness.

It is proposing 60 or so measures to develop a transport policy for Europe’s citizens.

- 3URPRWLQJ�SDVVHQJHUV� ULJKWV�� The Commission will shortly be proposing areinforcement of air passenger rights, including compensation where travellersare delayed or denied boarding due to overbooking by airlines. The next stepwill be to extend the passenger protection measures to other modes oftransport, notably rail, maritime and, as far as possible, urban transportservices.

- ,PSURYLQJ�URDG�VDIHW\� Over 41 000 Europeans lost their lives on the roads inthe year 2000. The Commission wants every effort to be made to halve thenumber of road deaths by 2010. It will submit proposals concerning thedevelopment of appropriate signposting of blackspots, combating excessivelylong driving times, harmonising road transport penalties at European level, andconsiderably increasing the use of new technologies: safe new vehicles, theprotection of vehicle occupants in the event of impact, and the setting of safetystandards for the design of car fronts in particular.

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- 0DNLQJ� VDIHW\� D� SULRULW\� More generally, the Commission’s objective is toensure that safety takes priority in all circumstances. Citizens must beguaranteed the highest possible level of safety as a result of appropriatelegislation and the strict application of controls and penalties for modes oftransport such as aviation, shipping and the railways.

- 3UHYHQWLQJ�FRQJHVWLRQ� If nothing is done, Europe will rapidly be threatenedwith "apoplexy at the centre and paralysis at the extremities". The Commissionis proposing to put an end to current trends and shift the balance between thedifferent modes of transport through a proactive policy to encourage thelinking-up of the different modes and promote rail, maritime and inland waterwaytransport. Therefore, the Commission will create a new programme to promoteintermodality, called “Marco Polo”, with an annual budget of around ¼�� million.

- 7RZDUGV� VXVWDLQDEOH� PRELOLW\� Transport in Europe must, as a matter ofpriority, be compatible with environmental protection. To this end, theCommission is proposing a wide range of measures to develop fairinfrastructure charging which takes into account external costs and encouragesthe use of the least polluting modes of transport, to define sensitive areas, inparticular in the Alps and Pyrenees, which should be eligible for additionalfunding for alternative transport, and to promote clean fuels ...

- 7RZDUGV� KDUPRQLVHG� WD[DWLRQ� RI� IXHO� IRU� SURIHVVLRQDO� URDG� WUDQVSRUW:harmonising taxes on diesel for professional use would reduce distortions ofcompetition on the liberalised road transport market.

- (QVXULQJ�D�KLJK�TXDOLW\�RI�WUDQVSRUW�VHUYLFHV�LQ�(XURSH� The developmentof transport in Europe must go hand in hand with a high level of quality. TheCommission is recommending in particular the harmonisation of workingconditions, especially in road transport, and the maintenance of high-qualitypublic services. In addition, in compliance with the subsidiarity principle, itintends to encourage good practices to ensure a high quality of urban transportservices aimed at making better use of public transport and the existinginfrastructure.

- &DUU\LQJ�RXW�PDMRU�LQIUDVWUXFWXUH�ZRUN� In the context of the trans-Europeannetworks, the Commission is proposing to concentrate on the missing links (inparticular the trans-European high-speed passenger rail network, includingairport connections) and infrastructure with genuine potential for transferringgoods from the roads to the railways (in particular the large-capacity rail linkacross the Pyrenees).

- *DOLOHR�� (XURSHV� UDGLRQDYLJDWLRQ� V\VWHP� Satellite radionavigationtechnology is at present in the hands of the United States and Russia. The timehas come to offer Europe's citizens a reliable European system offeringeveryone everywhere new universal services: location of vehicles, telemedicine,and geographical information systems for agriculture for example. TheCommission is proposing that the Galileo system should be operational in 2008.

- 0DQDJLQJ� JOREDOLVDWLRQ: All too often Europe's appearances on the worldstage are uncoordinated or inadequate, to the detriment of efficiency. TheWhite Paper is proposing to raise the European Union's profile withininternational organisations such as the International Maritime Organisation(IMO) and the International Civil Aviation Organisation (ICAO) to make Europemore assertive and place the EU at the forefront of the efforts to improve safetyand protect the environment.

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The new White Paper advocates a qualitative change of direction in transport policyin order to ensure that measures to promote an environmentally friendly mix oftransport services go hand in hand with the measures to open up the markets. Thecompetitiveness of Europe’s economy and the establishment of a high-qualityEuropean model for citizens will depend upon the common desire to bring about theproposed changes.

The full text of the White Paper will be available shortly on the following website:http://europa.eu.int/comm/energy_transport/en/lb_en.html.

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EU White Paper, September 12, 2001

EUROPEAN TRANSPORT POLICY CONCLUSIONS: TIME TO DECIDE

A large number of political measures and instruments will be needed to launch the process which, over the next 30 years, will lead to the kind of sustainable transport system we might hope to achieve. The measures advocated in this White Paper are merely the first stages of a longer-term strategy. We will not be able to adapt the common transport policy to the requirements of sustainable development unless a number of problems can be rapidly resolved:

— adequate funding of the infrastructure needed to eliminate bottlenecks and to link the Community’s outlying regions to its central regions. Creation of the trans-European network remains one of the preconditions for the rebalancing of transport modes. That is why it is fundamentally important that external costs, and in particular environmental costs, be internalized into the infrastructure charges that all users will have to pay;

— political determination to get the 60-odd measures proposed in the White

Paper adopted. The EU will avoid congestion only if it remains very attentive to the question of regulated competition, in which, when it comes to freight transport, the railways are playing their last card;

— a new approach to urban transport by local public authorities which

reconciles the modernization of public services with rationalization of private car use; this is part of what it will take to comply with the international commitments to reduce pollutant CO2 emissions;

— satisfying the needs of users who, in return for the increasingly high cost of

mobility, are entitled to expect a quality service and full respect for their rights, irrespective of whether the service is provided by public enterprises or by private companies; this will make it possible to place the user at the heart of transport organization. However, the common transport policy alone will not provide all the answers. It must be part of an overall strategy integrating sustainable development, to include:

— economic policy and changes in the production process that influence demand for transport;

— land-use planning policy and in particular town planning — we must avoid

any unnecessary increase in mobility needs caused by unbalanced urban planning; social and education policy, through organization of working patterns and school hours;

— urban transport policy at local level and especially in large cities; — budgetary and fiscal policy, to link the internalization of external, and

especially environmental, costs with completion of the trans-European network;

— competition policy, to ensure, in line with the objective of high-quality public

services, and particularly in the rail sector, that the opening-up of the market is not hampered by the dominant companies already present on the market;

— research policy for transport in Europe, to bring greater consistency to the

various research efforts at Community, national and private level, in line with the concept of the European research area.

A number of measures identified in this White Paper, such as the place of the car and the quality of public services, will involve choices and action decided at national level, in the context of clearly delineated subsidiarity. The proposals put forward in the White Paper (Annex I) focus on 60-odd measures to be taken at Community level. Along the lines of what is happening in other areas such as energy, telecommunications and financial services, there is a need for a new form of regulation to be developed in relation to transport at European level, whereby the national regulatory authorities now being set up act in a coordinated fashion, e.g. for allocating slots in aviation or train paths on the railways, or for road safety. This is a characteristic phenomenon of the new governance (107). As already emphasized, these measures are more ambitious than they may seem. We should be aware that in terms of the adoption process — which more often than not entails European Parliament/Council co-decision — we need to break with the Transport Ministers’ present practice of systematically seeking a consensus. We must fully exploit the opportunities offered by the Maastricht Treaty (and extended by the Amsterdam and Nice Treaties) for taking decisions by a qualified majority. To speed up the decision-making process and assess progress, the Commission has decided to draw up a timetable with dates for achieving specific objectives, and in 2005 it will make an overall assessment of the implementation of the measures advocated in the White Paper. This assessment will take account of the economic, social and environmental consequences of the proposed measures (108). It will also be based on a detailed analysis of those effects of enlargement liable to change the structure of the European transport system. As far as possible, the Commission will also continue to quantify the sta

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