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Ministry of Public Works and Transport “ Ministerio de Fomento ”. Paseo de la Castellana, 67. 28071- Madrid (Spain) http://www.fomento.es/MFOM/LANG_EN. FIELDS OF ACTIVITY:. TRANSPORT: LAND TRANSPORT ( ROAD AND RAIL) MERCHANT MARINE & STATE HARBOURS CIVIL AVIATION AIRPORTS - PowerPoint PPT Presentation
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Ministry of Public Works and Transport“Ministerio de Fomento”
Paseo de la Castellana, 67. 28071- Madrid (Spain)http://www.fomento.es/MFOM/LANG_EN
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FIELDS OF ACTIVITY:
TRANSPORT:• LAND TRANSPORT (ROAD AND RAIL)• MERCHANT MARINE & STATE HARBOURS• CIVIL AVIATION• AIRPORTS
INFRASTRUCTURES:
• RAILWAY AND HIGHWAY NETWORKS
HOUSING POLICIESNATIONAL REGULATORY AUTHORITY ON POSTAL SERVICES NATIONAL GEOGRAPHIC INSTITUTEEC MARKING
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EU ContextFREE MOVEMENT OF:
• People• Goods• Services• Capitals
Policy areas:http://ec.europa.eu/transport/index_en.htm
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White Paper 2011
Roadmap to a Single European Transport Area Towards a competitive and resource efficient transport system
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White Paper (1992): opening the transport market
White paper (2001) : “European transport policy for 2010: time to
decide”focus on modal shift
Mid term review (2006) : “Keep Europe moving – sustainable mobility for our continent”
focus on co-modality -"use of different modes on their own and in combination, in the aim to obtain an optimal and sustainable utilisation of resources".
New White Paper (2011): “Roadmap to a Single European Transport Area – Towards a competitive and resource efficient transport system”
Creation of a Single European Transport Area in which all residual barriers – between modes and between borders – are eliminated. Full modal integration.
Historical Evolution of the White Paper
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In 1992, the Commission published a White Paper on the common transport policy, which was essentially dedicated to market opening. Almost ten years later, the 2001 White Paper emphasized the need to manage transport growth in a more sustainable way by achieving a more balanced use of all transport modes.
The White Paper accompanied by the impact assessment report identifies the challenges that the transport system is likely to face in the future, based on an evaluation of policies and developments in the recent past, and on an assessment of current trends. It then defines a long-term strategy that would allow the transport sector to meet its goals with a 2050 horizon.
The White Paper on Transport Policy addresses also issues related to some other flagships, and notably “Innovation Union”, “An industrial policy for the globalisation era”, “A digital agenda for Europe”, “An agenda for new skills and jobs” and a “European platform against poverty” (the territorial cohesion aspect).
Background in the development of the White Paper on Transport
Policy
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Related basic Documents:o WHITE PAPER . o COM(2011) 144 final. Brussels, 28.3.2011o “Roadmap to a Single European Transport Area – Towards a
competitive and resource efficient transport system”
o COMMISSION STAFF WORKING DOCUMENT.o SEC(2011) 391 final. Brussels, 28.3.2011o “Accompanying the White Paper - Roadmap to a Single
European Transport Area – Towards a competitive and resource efficient transport system”
o IMPACT ASSESSMENT.o SEC(2011) 358 final. Brussels, 28.3.2011o ”Accompanying document to the WHITE PAPER”
o SUMMARY OF THE IMPACT ASSESSMENT. o SEC(2011) 359 final. Brussels, 28.3.2011o ”Accompanying document to the WHITE PAPER”
The White Paper
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o The European Commission adopted a roadmap of 40 concrete initiatives for the next decade to build a competitive transport system that will increase mobility, remove major barriers in key areas and fuel growth and employment.
o At the same time, the proposals will dramatically reduce Europe's dependence on imported oil and cut carbon emissions in transport by 60% by 2050.
The White Paper
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The White Paper
By 2050, key goals will include:
• No more conventionally-fuelled cars in cities. • 40% use of sustainable low carbon fuels in
aviation.
• At least 40% cut in shipping emissions.
• A 50% shift of medium distance intercity passenger and freight journeys from road to rail and waterborne transport.
• All of which will contribute to a 60% cut in transport emissions by the middle of the century.
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o Video:
The White Paper
http://ec.europa.eu/avservices/video/videoplayer.cfm?ref=I069182&sitelang=en
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White Paper.COM(2011) 144 final
Roadmap to a Single European Transport Area
Towards a competitive and resource efficient
transport system
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White PaperCOM(2011) 144 final
The Commission will prepare appropriate legislative proposals in the next decade with key initiatives to be put forward during the current mandate.
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White PaperCOM(2011) 144 final
Each of its proposals will be preceded by a thorough impact assessment, considering EU added value and subsidiary aspects.
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White PaperCOM(2011) 144 final
The Commission will ensure its actions increase the competitiveness of transport while delivering the minimum 60% reduction of GHG emissions from transport needed by 2050, orienting itself along the ten goals which should be seen as benchmarks.
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White PaperCOM(2011) 144 final
Ten (10) Goals for a competitive and resource efficient transport system:
benchmarks for achieving the 60% GHG emission reduction target
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White PaperCOM(2011) 144 final
Developing and deploying new and sustainable fuels and propulsion systems:
1.Halve the use of ‘conventionally-fuelled’ cars in urban transport by 2030; phase them out in cities by 2050; achieve essentially CO2-free city logistics in major urban centres by 2030 .
2.Low-carbon sustainable fuels in aviation to reach 40% by 2050; also by 2050 reduce EU CO2 emissions from maritime bunker fuels by 40% (if possible 50%).
TEN (10) GOALS
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White PaperCOM(2011) 144 final
TEN (10) GOALS
Optimising the performance of multimodal logistic chains, including by making greater use of more energy-efficient modes
3. About a 30% of road freight over 300 km should shift to other modes such as rail or waterborne transport by 2030, and more than 50% by 2050, facilitated by efficient and green freight corridors. To meet this goal will also require appropriate infrastructure to be developed.
4.By 2050, complete a European high-speed rail network. Triple the length of the existing high-speed rail network by 2030 and maintain a dense railway network in all Member States. By 2050 the majority of medium-distance passenger transport should go by rail.
5.A fully functional and EU-wide multimodal TEN-T ‘core network’ by 2030, with a high quality and capacity network by 2050 and a corresponding set of information services.
6.By 2050, connect all core network airports to the rail network, preferably high-speed; ensure that all core seaports are sufficiently connected to the rail freight and, where possible, inland waterway system.
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White PaperCOM(2011) 144 final
TEN (10) GOALS
Increasing the efficiency of transport and of infrastructure use with information systems and market-based incentives
7.Deployment of the modernized air traffic management infrastructure (SESAR ) in Europe by 2020 and completion of the European Common Aviation Area. Deployment of equivalent land and waterborne transport management systems (ERTMS , ITS , SSN and LRIT , RIS ). Deployment of the European Global Navigation Satellite System (Galileo).8.By 2020, establish the framework for a European multimodal transport information, management and payment system.9.By 2050, move close to zero fatalities in road transport. In line with this goal, the EU aims at halving road casualties by 2020. Make sure that the EU is a world leader in safety and security of transport in all modes of transport.10.Move towards full application of “user pays” and “polluter pays” principles and private sector engagement to eliminate distortions, including harmful subsidies, generate revenues and ensure financing for future transport investments.
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White PaperCOM(2011) 144 final
THE STRATEGY
WHAT NEEDS TO BE DONE ?
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White PaperCOM(2011) 144 final
WHAT NEEDS TO BE DONE ?
A Single European Transport Area
Innovating for the future – technology and behaviour
Modern infrastructure, smart pricing and funding
The external dimension
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White PaperCOM(2011) 144 final
WHAT NEEDS TO BE DONE ? A Single European Transport Area
A Single European Transport Area should ease the movements of citizens and freight, reduce costs and enhance the sustainability of European transport:
A Single European Sky with an increase of the capacity and quality of airports.
A Single European Railway Area with the abolishment of technical, administrative and legal obstacles which still impede entry to national railway markets.
A road freight market more efficient and competitive.
A “Blue Belt” in the seas around Europe shall simplify the formalities for ships travelling between EU ports, and a suitable framework must be established to take care of European tasks for inland waterway transport. Market access to ports needs to be further improved.
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White PaperCOM(2011) 144 final
WHAT NEEDS TO BE DONE ? A Single European Transport Area
A market opening needs quality jobs and an improvement of the working conditions, as human resources are a crucial component of any high quality transport system.
The labour and skill shortages will become a serious concern for transport in the future.
It will be important to align the competitiveness and the social agenda, building on social dialogue, in order to prevent social conflicts
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White PaperCOM(2011) 144 final
WHAT NEEDS TO BE DONE ? Innovating for the future – technology and behaviour
A more efficient and sustainable European transport
system by acting on three (3) main factors:
Vehicles’ efficiency through new engines, materials and design.
Cleaner energy use through new fuels and propulsion systems. Better use of network and safer and more secure operations through information and communication systems.
clean vehicles(Green car initiative, Clean Sky)
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White PaperCOM(2011) 144 final
WHAT NEEDS TO BE DONE ? Innovating for the future – technology and behaviour
The Commission will devise an innovation and deployment strategy for the transport sector, in close cooperation with the Strategic Energy Technology Plan (SET-plan), identifying appropriate governance and financing instruments, in order to ensure a rapid deployment of research results.
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WHAT NEEDS TO BE DONE ? Innovating for the future – technology and behaviour
The deployment of smart mobility systems developed through EU-funded research, such as:
The air traffic management system of the future (SESAR).
The European rail traffic management system (ERTMS) and rail information systems.
Maritime surveillance systems (SafeSeaNet).
River Information Services (RIS).
Intelligent transport systems (ITS).
Interoperable interconnected solutions for the next generation of multimodal transport management and information systems (including for charging).It will also require an investment plan for new navigation, traffic monitoring and
communication services.
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White PaperCOM(2011) 144 final
TEN (10) GOALS
http://ec.europa.eu/transport/air/sesar/sesar_en.htm
http://ec.europa.eu/transport/marcopolo/index_en.htm
http://ec.europa.eu/transport/its/road/action_plan/action_plan_en.htmDirective 2010/40/EU
Intelligent transport systems include the traffic management systems for road, rail, air and waterborne transport as well as the positioning and navigation systems.
http://ec.europa.eu/enterprise/policies/satnav/galileo/index_en.htm
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White PaperCOM(2011) 144 final
WHAT NEEDS TO BE DONE ? Innovating for the future – technology and behaviour
Information on all modes of transport, both for travel and freight, on possibilities for their combined use and on their environmental impact, will need to be widely available.
Smart inter-modal ticketing, with common EU standards that respect EU competition rules is vital. This relates not only to passenger transport but also freight, where better electronic route planning across modes, adapted legal environment (inter-modal freight documentation, insurance, liability) and real time delivery information also for smaller consignments is needed.
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White PaperCOM(2011) 144 final
WHAT NEEDS TO BE DONE ? Innovating for the future – technology and behaviour
Urban context:
A mixed strategy involving land-use planning, pricing schemes, efficient public transport services and infrastructure for non-motorised modes and charging/refuelling of clean vehicles is needed to reduce congestion and emissions.
Cities above a certain size should be encouraged to develop Urban Mobility Plans, bringing all those elements together.
Urban Mobility Plans should be fully aligned with Integrated Urban Development Plans.
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White PaperCOM(2011) 144 final
What to be done?Modern infrastructure, smart pricing and funding
Europe needs a ‘core network’ of corridors, carrying large and consolidated volumes of freight and passengers traffic with high efficiency and low emissions, thanks to the extensive use of more efficient modes in multimodal combinations and the wide application of advanced technologies and supply infrastructure for clean fuels. Simplification of administrative procedures.
Cargo tracking and tracing.
Optimisation schedules and traffic flows (e-Freight)
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White PaperCOM(2011) 144 final
What to be done?Modern infrastructure, smart pricing and funding
The core network must ensure:
Efficient multi-modal links between the EU capitals and other main cities, ports, airports and key land border crossing, as well as other main economic centres.
The completion of missing links – mainly cross-border sections and bottlenecks/bypasses.
The upgrading of existing infrastructure
The development of multimodal terminals at sea and river ports and on city logistic consolidation centres.
Better rail/airport connections must be devised for long distance travel.
The Motorways of the Sea will be the maritime dimension of the core network.
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White PaperCOM(2011) 144 final
What to be done?Modern infrastructure, smart pricing and funding
TENT – PROJECTS
The cost of EU infrastructure development to match the demand for transport has been estimated at over € 1.5 trillion for 2010-2030.
The completion of the TEN-T network requires about € 550 billion until 2020 out of which some € 215 billion can be referred to the removal of the main bottlenecks.
Investment in vehicles, equipment and charging infrastructure which may require an additional € 1 trillion to achieve the emission reduction goals for the transport system
http://ec.europa.eu/transport/infrastructure/ten-t-policy/review/ten-t-policy-review_en.htm
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White PaperCOM(2011) 144 final
What to be done?Modern infrastructure, smart pricing and funding
TENT – PROJECTS
€ 1.5 trillion for 2010-2030
The ultimate policy objective of the TEN-T is the establishment of a single, multimodal network covering both traditional ground-based structures and equipment (including intelligent transport systems) to enable safe and efficient traffic. Increasingly, it also involves the deployment of innovative systems that not only promise benefits for transport but also have substantial potential for industrial innovation.
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What to be done?Modern infrastructure, smart pricing and funding
Trans-European transport networks are cofinanced by the following Community instruments currently:
• Grants from the Trans-European transport budget (Funding rules).
• Grants from the Cohesion Fund budget, in the countries eligible for its intervention.
• Grants from the ERDF, prioritarily on Convergence objective regions
• Loans and guarantees from the European Investment Bank (EIB)
• Moreover, TEN-T projects can benefit from the results of the Community Framework Programme on RTD. Can be transferred to the TEN-T policy developments.
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White PaperCOM(2011) 144 final
What to be done?Modern infrastructure, smart pricing and funding
Transport charges and taxes must be restructured in the direction of wider application of the ‘polluter-pays’ and ‘user-pays’ principle.
The cost of local externalities such as noise, air pollution and congestion could be internalised through charging for the use of infrastructure.
The Commission’s recent proposal to amend the so-called ‘Eurovignette Directive’ represents a first step towards a higher degree of internalisation of costs generated by heavy goods vehicles, but disparities in national road charging policies will remain.
The Commission will develop guidelines for the application of internalisation charges to all vehicles and for all main externalities. The long-term goal is to apply user charges to all vehicles and on the whole network to reflect at least the maintenance cost of infrastructure, congestion, air and noise pollution.
Before 2020, the Commission will develop a common approach for the internalisation of noise and local pollution costs on the whole rail network. The EU urges a decision in IMO on a global instrument to be applied to maritime transport, where climate change costs are currently not internalised.
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White PaperCOM(2011) 144 final
What to be done?The external dimension
Road Map Challenges
The development of transport beyond the EU borders.
Opening up third country markets in transport services, products and investments continues to have high priority.
EU’s role as a standard setter in the transport field.
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White PaperCOM(2011) 144 final
What to be done?The external dimension
Areas of actions
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White PaperCOM(2011) 144 final
What to be done?The external dimension
Areas of actions: Extend internal market rules through work in international organisations (ICAO, IMO, OTIF, OSJD, UNECE, the international river commissions etc) and where relevant attain full EU membership.
Extend our transport and infrastructure policy to our immediate neighbours. A cooperation framework similar to on the Western Balkan Transport Treaty could be used to extend EU rules to other neighbouring countries.
Opening up transport markets to free and undistorted competition and environmentally sustainable solutions.
Complete the European Common aviation area of 58 countries and 1 billion inhabitants.
Cooperate with the Mediterranean partners in the implementation of a Mediterranean Maritime Strategy to enhance maritime safety, security and surveillance.
Promote SESAR, ERTMS and ITS technology deployment in the world, and establish research and innovation partnerships also at international level.
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White Paper.COM(2011) 144 final
Annex I: List of initiatives
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White Paper.COM(2011) 144 final
Annex I: List of initiatives
1.An efficient and integrated mobility system1. A Single European Transport Area2. Promoting quality jobs and working conditions3. Secure Transport4. Acting on transport safety: saving thousands of lives5. Service quality and reliability
2.Innovating for the future: technology and behaviour1. A European Transport Research and Innovation Policy2. Promoting more sustainable behaviour3. Integrated urban mobility
3.Modern infrastructure and smart funding1. Transport infrastructure: territorial cohesion and
economic growth2. A coherent funding framework3. Getting prices right and avoiding distortions
4.The external dimension
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The share of CO2 emissions from transport would continue increasing to almost 50% of total emissions by 2050.
Oil products would still represent 89% of the EU transport sector needs in 2050.
Congestion would continue to pose a huge burden on the society.
SUMMARY OF THE IMPACT ASSESSMENT
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The Commission has identified four (4) main root causes that prevent EU transport system to develop into a sustainable system:
SUMMARY OF THE IMPACT ASSESSMENT
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Inefficient pricing
Inadequate research policy
Inefficiency of transport services
Lack of integrated transport planning
SUMMARY OF THE IMPACT ASSESSMENT
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Inefficient pricing: Today, most of the external costs of transport are still not internalised. Where existent, internalisation schemes are not co-ordinated between modes and Member States. Moreover, many taxes and subsidies which have been designed without the internalisation goal in view have a distorting effect on behaviour.
Inadequate research policy: In spite of the substantial efforts dedicated to transport research policy and the promising results being obtained, a wide variety of market and regulatory failures hinder the fast development and deployment of key technologies for sustainable mobility.
Inefficiency of transport services: The achievement of a single, integrated and efficient transport system is delayed today by a number of remaining regulatory and market failures such as regulatory barriers to market entrance or burdensome administrative procedures which hamper the efficiency and the competitiveness of multimodal and cross-border transport. Besides, investments to modernise the rail network and the transhipment facilities have been insufficient to address the bottlenecks in multimodal transport. Modal networks continue to be poorly integrated. TEN-T policy has lacked financial resources and a true European and multimodal perspective.
Lack of integrated transport planning: When taking land-use planning or location decisions both at local level and at continental level, public authorities and companies often do not properly take into account the consequences of their choices on the operation of the transport system as a whole, which typically generates inefficiencies.
SUMMARY OF THE IMPACT ASSESSMENT
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Pursuant to Articles 90 and 91 of the TFEU, the Common Transport Policy should contribute to the broader objectives of the Treaties.
The prime objectives of the Common Transport Policy are to complete the internal market for transport, ensure sustainable development, promote a better territorial cohesion and integrated spatial planning, improve safety, and develop international cooperation.
SUMMARY OF THE IMPACT ASSESSMENT
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General Policy Objective
The general policy objective of this initiative is to define a long-term strategy that would transform the EU transport system into a sustainable system by 2050. This general objective can be translated into more specific objectives:
A reduction of GHG emissions that is consistent with
the long-term requirements for limiting climate change to 2 °C[1] and with the overall target for the EU of reducing emissions by 80% by 2050 compared to 1990. Transport-related emissions of CO2[2] should be reduced by around 60% by 2050 compared to 1990[3].
A drastic decrease in the oil dependency ratio of transport-related activities by 2050 as requested by the EU 2020 Strategy for transport calling for “decarbonised transport”.
Limit the growth of congestion.
[1] The “Low-carbon economy 2050 roadmap” identifies a path for the reduction of the EU GHG emissions by 80% by 2050 with respect to 1990. In the "Effective and widely accepted technology" scenario it is foreseen that the transport sector reduces its emissions by around 60%, industry by around 80%, the residential sector and services by around 90%, and power generation by over 90%.
[2] The references to transport-related CO2 emissions relate only to tank-to-wheel emissions. [3] As most GHG emissions from transport are CO2 emissions, this target can be considered as
equivalent to the target of reducing GHG emissions by 60%, as expressed in the Impact Assessment on “Low-carbon economy 2050 roadmap”.
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The Commission has identified seven (7) policy areas in which concrete policy measures could have a key role in stimulating the expected shift of the transport system to another paradigm:
pricing taxation research and innovation efficiency standards and flanking measures internal market infrastructure and transport planning.
SUMMARY OF THE IMPACT ASSESSMENT
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It is important to note that the assessment of impact of the policy options is surrounded by a significant degree of uncertainty, owing to the very long – 40-year – time horizon and to the influence of factors that are difficult to predict or quantify:
the many synergies and trade-offs between
policy measures, the long-term technological developments the role on welfare of mobility and
environmental amenities.
SUMMARY OF THE IMPACT ASSESSMENT
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SUMMARY OF THE IMPACT ASSESSMENT
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Elaborated by DG MOVE in collaboration with DG ENER and DG CLIMA.
IMPACT ASSESSMENT
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Communication on “A sustainable future for transport: Towards an integrated, technology-led and user friendly system ”, adopted by the Commission on 17 June 2009.
Through this Communication, the Commission launched an open debate covering the main challenges for EU transport policy, the key objectives for the transport system and the ways how to meet them. See: http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=COM:2009:0279:FIN:EN:PDF
IMPACT ASSESSMENT. Consultation and Expertise
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Input from stakeholders has been taken into account in assessing the different possible actions to improve the sustainability of the transport system in the EU.
External expertise was used to assess the various options available, including aspects raised during the public consultation.
IMPACT ASSESSMENT. Consultation and Expertise
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Conclusion
It can be concluded that the European Union has not succeeded in containing the growth of the economic, environmental and social costs of mobility while simultaneously ensuring that current and future generations have access to safe, secure, reliable and affordable mobility resources to meet their own needs and aspirations.
The Commission is therefore of the opinion that the EU transport system today is not sustainable enough.
Firstly, it is not sufficiently resource efficient so as to promote sustainable growth in the meaning of the EU 2020 strategy. Transport is extremely dependent upon oil whereas CO2 emissions from transport-related activities account are still growing.
Secondly, with congestion growing, it does not sufficiently keep pace with the mobility needs and aspirations of people and businesses.
IMPACT ASSESSMENT. Description and scope of the problem
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IMPACT ASSESSMENT
What if present trends continue?
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IMPACT ASSESSMENT
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Total passenger transport activity would increase by 51% between 2005 and 2050 while freight transport activity would go up by 82%.
Transport accounts today for over 30% of final energy consumption. In a context of growing demand for transport, final energy demand by transport is projected to increase by 5% by 2030 and an additional 1% by 2050 to then 32% of total final energy consumption, driven mainly by aviation and road freight transport.
IMPACT ASSESSMENTThe Reference scenario
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As a result of the rising fuel price, the total fuel costs for the transport sector would be about 300 billion euro higher in 2050 relative to 2010 which represents more than 70% increase over the period under review.
Renewables would represent 10% of total energy consumption in transport by 2020, reflecting the implementation of the Renewables Directive38. Their share would gradually increase to 13% by 2050.
the pace of electrification in the transport sector is projected to remain slow in the Reference scenario: electric propulsion in road transport does not make significant inroads by 2050.
IMPACT ASSESSMENT The Reference scenario
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As a consequence, the EU transport system would remain extremely dependent on the use of fossil fuels.
Oil products would still represent 90% of the EU transport sector needs in 2030 and 89% in 2050 in the Reference scenario.
IMPACT ASSESSMENT The Reference scenario
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In this context, whereas transport today accounts for about one fourth of total CO2 emissions, the share of CO2 emissions from transport would continue increasing, to 38% of total CO2 emissions by 2030 and almost 50% by 2050, following a relatively lower decline of CO2 emissions from transport compared to power generation and other sectors.
This is due to the higher cost of abating emissions in the transport sector.
Overall, CO2 emissions from transport would still be 31% higher than their 1990 level by 2030 and 35% higher by 2050, mainly owing to the fast rise of transport emissions during the 1990s.
IMPACT ASSESSMENT The Reference scenario
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IMPACT ASSESSMENT The Reference scenario.
External Costs.
External costs of transport would continue increasing. The increase in traffic would lead to a roughly 20 billion € increase of noise-related external costs by 2050 and external cost of accidents would be about 60 billion € higher.
The external cost of accidents in urban areas would increase by some 40%. Only the external costs related to air pollutants would decrease by 60% by 2050.
In particular, congestion would continue to represent a huge burden on the society. Congestion costs are projected to increase by about 50%, to nearly 200 billion € annually.
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IMPACT ASSESSMENT The Reference scenario.
External Costs.
Transport users have to pay the costs related to the use of their mode of transport (fuel, insurance, etc.). Such costs are considered private in the sense that they are paid directly by the user. Transport users also generate external costs, negative externalities (delays as a result of congestion, health problems caused by noise and air pollution, greenhouse gas emissions, etc.), which they do not bear directly and which have a cost to society as a whole. The sum of the private and external costs of transport gives its socialcost.
Internalisation involves reflecting the external costs in the price of transport. However, only a price based on the total social costs will take account of the services used and the consumption of resources. The aim is to make users more aware of the costs they generate and to encourage them to change their behaviour in order to reduce them.
http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=CELEX:52008DC0435:EN:NOT
“No later than 10 June 2008, the Commission shall present, after examining all options including environment, noise, congestion and health-related costs, a generally applicable, transparent and comprehensible model for the assessment of all external costs to serve as the basis for future calculations of infrastructure charges. This model shall be accompanied by an impact analysis of the internalisation of external costs for all modes of transport and a strategy for a stepwise implementation of the model for all modes of transport.The report and the model shall be accompanied, if appropriate, by proposals to the European Parliament and the Council for further revision of this Directive” (Directive 2006/38/EC).
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IMPACT ASSESSMENT The Reference scenario.
External Costs.
Conclusion:
It is clear from the above that, factoring in all the indicators, today’s unsustainable system of mobility is not likely to become sustainable if present trends continue.
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IMPACT ASSESSMENT Root causes of the unsustainability of
transport
1- There cannot be economic efficiency unless the prices in transport reflect all costs to the society actually caused by the users. Internal + External costs.
As long as the total costs to society induced by transport activities (including the cost of infrastructure provision and maintenance) are not correctly reflected in the costs borne by transport users, the demand for transport stays above its optimal level and the pricing system fails to steer the customers towards most efficient and sustainable mobility choices
2- Transport technologies do not achieve low carbon mobility
3- Supply of transport services: not sufficiently efficient
4- Transport planning: lack of coordination and insufficient awareness of interactions
Significant changes in urban mobility require comprehensive actions that bring together land-use planning, road use and parking, transport pricing, infrastructure development, public transport policy and much more.
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IMPACT ASSESSMENTAppendix 4
Inventory of policy measures relevant for the transport sector included in the 2050 reference scenario.
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IMPACT ASSESSMENTAppendix 4
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IMPACT ASSESSMENTAppendix 4
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IMPACT ASSESSMENTAppendix 4
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White Paper.
Some of the main actions developed by the Ministry in the frame of the White Paper.
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The impact of the White Paper in the policies followed by the Ministry
It is necessary to encourage transport companies to use modern and environmentally friendly fleet to reduce emissions:
It is a requirement provided by law for the granting of new licenses and for approval of enlargement.
In the case of public services, particularly regular passenger lines, the environmental performance of the fleet is taken into account when giving concessions.
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The impact of the White Paper in the policies followed by the Ministry
Promote intermodality:
The granting of authorizations for passenger transport is carried out with an overview of all means of transport that can cover the service for certain routes, eliminating duplication and redundancy, thus maximizing their effectiveness.
The new law governing contracts of carriage, is one of the most modern in Europe, and provides that the goods can be benefited from a single transport document (CMR or others) of intermodal thus setting equal rights and obligations regardless the mode of transport.
Now, it is also contemplated the documentation requirements for interconnection with air and maritime transport systems.
A reduction and streamlining of bureaucratic documents accompanying the carriage.
The contract of carriage may now address those who are promoting the use of new technologies and the ease in processing. See our new 2009 contract law the land transport of goods.
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The impact of the White Paper in the policies followed by the Ministry
Document of Control (CMR)
If the parties agree, they may issue a transport document by electronic means under the law. Document of control issued electronically.
In this case, the consignment or document of control should be an electronic record that can be transformed into legible written symbols.
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The impact of the White Paper in the policies followed by the Ministry
In rail transport, the carrier may extend the deadline of transport contract as strictily needed when:
a) Shipments are transported by lines with different gauge, by sea or by road where there is no rail connection.
b) Extraordinary circumstances involving an abnormal increase in traffic or abnormal operating difficulties.
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The impact of the White Paper in the policies followed by the Ministry
For the purposes of this law a multimodal transport contract is, the contract concluded by the shipper and the carrier to move goods by more than one mode of transport, one of which is land, regardless of the number of carriers involved in its implementation.The multimodal transport contract shall be governed by legislation specific to each mode, as if the carrier and the shipper had entered into a different transport for each phase of the journey.
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The impact of the White Paper in the policies followed by the Ministry
While not regulated by special law the contract of river transport of goods, it becomes subject to this law.From 1st of January 2010, the railway companies will have free access to the General Interest Railway Network for the operation of international transport of passengers.To carry out such transport services will need to have obtained the relevant railway undertaking license granted by the competent authority of a Member State of the European Union.
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The impact of the White Paper in the policies followed by the Ministry
Other consequences:
Review of the Law of the rail sector in accordance with the plan PITyV for the impetus and promotion of the rail system. Management of rail transport. 2013 will be the end of the regulatory review.Commitment to increase the size and professionalism of the transportation companies to facilitate their access to European markets.Extreme rigor in implementing the requirements of EU legislation.Rational creation of corridors that meet the needs of domestic and international markets, consistent with the constraints of European corridors.Flexibility in the provision of services.Eliminate duplication and achieve a balanced and coordinated with existing infrastructure and new projects.
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The impact of the White Paper in the policies followed by the Ministry
The Plan to Promote the Rail Freight will be integrated in the PITVI revised.The Ministry will review the Strategic Plan to Promote Transport of Goods by Rail, approved by the former government in the last legislature, and the plan will be integrated into the future Strategic Plan for Infrastructure, Transport and Housing (PITVI), which is expected to be submitted before next summer.The plan will have three funding streams: the contributions budget, European funds and private capital
http://www.fomento.gob.es/NR/rdonlyres/33CFDA69-1E12-44E3-BDA7-7D30C3C97E38/109398/12020906.pdf
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THANKS FOR YOUR ATTENTION!
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Ministerio de
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Ministerio de
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Dirección General de
Transporte Terrestre
