EC - European Transport Networks
Transcript of EC - European Transport Networks
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Results fromthe transport research programme
EUROPEAN TRANSPORTNETWORKS
E U R O P E A N
C O M M I S S I O N
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Information on the wider transport activities of the European Union is also available
on the Internet. It can be accessed through t he Europa server
(http://europa.eu.int/comm/dgs/energy_transport/index_en.html).
Manuscript completed in October 2001.
Luxembourg : Office for Official Publicat ions of the European Communities,2001
ISBN 92-894-1554-1
European Communities, 2001
Photographs shown on page 7 have been provided by Eureka Slide (2 and 4).
Reproduction is authorised provided the source is acknowledged.Printed in Belgium.
This brochure w as produced by the EXTRA consort ium for DG Energy and Transport and represent s
the consortiums views on research into Europea n transport netw orks.These views have no t been adopted
or in any w ay a pproved by the Commission and should not b e relied upon as a statement of
the Commission's or DG Energ y and Transport 's views.
The European Commission does not gua rantee the a ccuracy of the d at a included in this brochure,
nor does it accept responsibility for any use made thereof.
Common acronyms
ATM Air traffic mana gement
ERTMS European rail traffic management system
ETCS European train control system
ETIS European transport policy information system
GDP Gross domestic productITS Intelligent transport systems
PPP Public-private partnership
RIS River information services
SEA Strategic environmental assessment
SPV Special purpose vehicle
TINA Transport infrast ructure need s a ssessment
VTMIS Vessel traffic mana gement a nd informat ion services
Additional information on the transport research programme is available on the Internet.
The prog ramm es Know ledg e Centre (http://europa.eu.int/comm/transport/extra/home.html)provides:
structured guides to the results and projects for particular topics;
summa ries and final reports of individua l projects;
a ccess to project w eb sites and ot her contact d etails.
References to some projects are included in this brochure, to help the read er access
further information quickly through the Knowledge Centre.
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KEYRESULTS
A number of projects have suppor ted
the development of European t ranspor t networks.Here are some highlight s.
Managing traffic onEuropean networks
armonised approaches to traffic
manag ement are needed at
a European level to improve
interoperability and make more
efficient use of t he existing infrast ructure in
road,air,rail and waterborne transport.
The transport research programme ha s
target ed the use of variab le message signs
and strateg ies to mana ge speeds on
European roads. Substantial cont ributions
have also been made to the development
of the European air traffic manag ement
(ATM) system, the Europea n rail tra ffic
management syst em (ERTMS), the European
vessel traffic mana gement and information
services (VTMIS) concept and the river
information services (RIS) concept.
Strategic assessment
of trans-European networks
System-wide and long-term effects need to
be t aken into a ccount in the assessment of
trans-European transport networks in addition
to the immediate transport impacts. The
transport research programme has provided
tools for evaluating wider socio-economic
and regional effects.New indicators of
regional accessibility have been developed,
and different approaches tested for impact
assessments tha t take account of
the interaction between transport investmentand regional economic development.
H
Studies concluded that automated
speed enforcement w ith speed ca meras
should be installed on European
motorways.Busy motorway sections
should have variable speed limitschang ing according to traffic and
wea ther conditions,and variable message
signs wa rning drivers of hazardous
situations.Speed limits should be
harmonised on European motorw ays
and top speed limiters installed on
vehicles in the longer-term.
Managing speed on European roads4
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EUROPEAN TRANSPORT NETWORKS
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Research has produced a model ab le to
forecast the effects on regional production
and employment resulting from bet ter
accessibility broug ht b y trans-European
netw ork investment. Results show thatas a consequence of the trans-European
netw ork projects, the trend tow ards
economic polarisat ion of the EU wo uld
only be mitiga ted, with a slightly less
polarised d istribution o f accessibility
and economic growth among the
regions tha n in other scenarios. All
regions would benefit from increased
accessibility,w ith higher gains for the
Iberian peninsula. Most regions in
cohesion countries would experience
gains in GDP while the richer regions
wo uld experience losses.
Other research has developed a modelfor assessing the long-term effects of
stepwise implementation of policy
packages. Construction of the trans-
European transport netw ork wa s
assessed to b e profitab le in the long
run,compa ring t he chang e in GDP in
2026 with the total investment.
The result applies to a scenario w here
fuel taxes are ea rmarked for investment
in the network.
Accessibility and economic impacts5
In a ba seline scenario, growt h of
tonne-kilometres in the EU is projected
at 42%from 1994 to 2010,exceeding
the 24%grow th in person-kilometres.
Air is the mode with the highest g rowth
in passeng er travel,w hile road has the
highest growt h in freight transport.
Agg regate emission levels of CO2 and
SO2 wo uld continue rising overall, by
40%and 60%respectively from 1994 to
2010, while a ll other emissions w ould fa ll.
Implementa tion o f trans-European
network projects would increase furtherthe overall rate of g rowth of freight
transport, with significant shifts to rail
and inland w aterw ays. Tota l passenger
transport wo uld g row less than in the
baseline scenario, with a shift from car
and air to rail. As a result, the neg at ive
trends in overall CO2 and SO2 emissions
wo uld be mitigated but not reversed.
Pilot strategic environmental assessment6
Evaluating environmentalsustainability
A pilot strateg ic environmental assessmentcarried out in the transport research
programme has provided the first
comprehensive, q uantified forecasts of the
impact s of t rans-European netw ork policies
and infrastructure on travel demand a nd
emissions at the EU level.
Revitalising European railways
Development o f a European t raffic
mana gement system,liberalisation ofthe rail sector and improved o rganisation
of services are elements o f the EU strateg y
to improve the competitive position of
railwa ys. A trans-European rail network
ded icated to freight has been proposedand evaluated.
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Financing trans-Europeannetworks
Public-private pa rtnership (PPP) can offer
an at tractive option for successful and
accelerated implementat ion of t rans-
European network projects.Guidelines have
been provided to a ssist in the decision-
making process on the use of PPP to finance
and operate such projects.
Heading East
Development of pa n-European corrido rs is
a key step in the integration of the EU
accession countries.In-depth assessment of
transport ma rkets w ithin the broad er socio-
economic and political context is needed to
aid prioritisation of infrastructure investments.
The d edicated netw ork includes three
sub-netw orks according to their exclusive
or mixed utilisat ion by freight and
passeng er trains.Traffic assignment
modelling has shown that less than
22%of the netw ork could support ab out
60%of the present volume of freight
traffic.The ded icated netw ork could
reverse the decreasing trend in rail modal
share, taking the share back up to 20%by
the yea r 2020.In addition, time-savings
in 2020 could be up to 50%relative to
the current t rend scena rio.The increase
of rail tonne-kilometres would bring
a pro-rata increase in the environmenta l
burden o f up to 80%, but this would be
outweighed by the environmental
benefits from reduced road traffic.
Dedicated trans-European network for rail freight7
Three types of PPP have been identified
as most co mmon to trans-European
netw ork projects: joint ventures,concessions,a nd hybrid types w here
the project is split into several project
components w ith a public SPV (special
purpose vehicle) in control of the overall
project. Recommendations have been
provided o n how to orga nise the different
phases of the PPP process to avoid
possible barriers, and on criteria t oallocate different types o f risk to part ies.
It is recommend ed that the Commission
takes a co-ordinating role regarding user
charging and netw ork-level effects in
cross-border projects.
Implementing public-private partnerships8
Research has developed a tool for strategic
assessment of pan-European corridors.
Imag es of the future were built combining
tw o socio-economic scenarios (low a nd
high growth) with two political scenarios
(slow and fast integrat ion).Various
alternat ives for corridor developments
were then a ssessed,focusing on
accessibility,environmental and socio-
economic factors.Combinations of road
and rail projects w ere found to offer the
greatest benefits, while at the same time
meeting the ob jectives of the na tional
transport policies. Results st ressed the
role of intermodality and patterns of
inter-regional co-operat ion. Creat ion o f
a sing le pan-European regulatory
framework is a key strategy for increasing
the use of the Danube wa terway for
East -West cargo flows.
Evaluating East-West European corridor developments9
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AREASOF RESEARCH
esearch o n trans-European
transport netw orks has aimed a t
supporting the evaluation and
implementation of the investment
programme,including:
development of tools and method ologies
to a ssist the planning and funding of
infrastructure,and
demonstration o f innovative technological
and operational solutions for traffic
management and intermodality.
The ma in research lines are listed b elow.
Interoperable European networks
Identifying organisational strateg ies t o
improve interoperability, and developing
innovative techno logies for freight
terminals and combined transport.
Managing traffic and navigation
Assessing speed ma nag ement systems
for road transport, developing European
systems for traffic management in air,rail
and waterborne transport,and assessingthe po tent ial for Galileo.
Evaluating trans-Europeannetworks
Assessing regional and econo mic
impact s and ba rriers to implementat ion,
and developing strateg ic tools
and method s for forecasting t raffic and
environmental impacts.
Interconnecting multi-modal
networksIdent ifying new solutions for freight
terminal operat ions, seapo rt-hinterland
connection and pre- and end-haulage.
Developing trans-Europeannetworks
Assessing the potential of dedicated
freight railway networks and inland
wa terways,providing g uidelines on
the implementation of public private
partnerships,a nd assessing alternativedevelopments for pan-European corridors.
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INTEROPERABLEEUROPEAN NETWORKS
Organisation and regulation10
Harmonisation of different orga nisat ional
structures has been identified as a key
strategy for reaching a n opt imal level of
interoperability,in the light o f its low
implementat ion costs. Policy measures
tha t can help achieve common
organisational structures include
stimulation of co-operation,
standardisation of transport eq uipment
and further privatisation of t ransport-
related markets. Harmonisation o f the
regulato ry framew orks bet ween EU andthird countries in terms of common
customs requirements a nd regulat ions
regarding driving ba ns wo uld a lso
be helpful. Harmonisat ion and
standardisation are needed in the field
of telematics,in particular for informationand trip planning systems tha t req uire
stat ic and dynamic data on public and
private modes.
nteroperability is a key prerequisite
for the provision o f transport services
across modes,organisations and
national borders and for the
achievement of seamless travel across
trans-European netw orks.The transport
research programme has ta rgeted strateg ies
to improve network interoperability.Inputs
have been provided t o the standa rdisation
process for combined transport and to
the development of the new EU Directive
on the access to rail infrastructure.
I
New a utomated handling eq uipment
and a modified intermoda l wa go n withvariab le carrying capa bilities and
adjustment to different loading schemes
have b een successfully tested.
Recommendations have been mad e for
the opt imised design and operation of
rolling stock and the functional layout of
future intermoda l terminals.
Recommendations have also been
provided to standardise a future
European load ing unit that is stackab le
and has the main dimensions of current
swap bodies.
Technological innovation for combined transport11
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Land transport12
Advanced t elemat ics solutionsfor mana gement o f road speed have
been tested, including w arning systems,
recording systems to register speed and
controlling devices.It is recommended
that speed limits are harmonised a t
European level and that further
research is carried o ut on how to make
drivers voluntarily choose speeds
that are closer to socially opt imal
speeds.Guidelines have been provided
for the deployment of variab le messag e
signs on European road networks.
Specifications for signa lling a nd
communications subsystems o f
the European rail traffic management
system (ERTMS) have been developedand tests carried o ut on t he high-speed
link Madrid-Seville. A pilot inst allat ion o f
the Europea n train cont rol system
(ERTMS/ETCS) has b een made on t he
Vienna-Budapest line.
The extension of the European ITS
concept for inland w aterw ays
(RIS, river informa tion services) from
traffic ma nag ement to logistics activities
has been supported by demonstrat ions
of new traffic and transport services,
including t erminal, voyag e and lock
planning.
European satellite navigation andpositioning system (Galileo)14
The main policy requirements and
preferred options for public-private
partnerships in the design, building a nd
operation of Galileo have been identified.
A comprehensive database of more
than 50 applications and their related
services has been compiled.Galileo has
been estimated as profitable,as
the increased turnover due to satellite
navigation applications will greatly
exceed the initial and recurring costs.
MANAGING TRAFFICAND NAVIGATION
dvanced t raffic management systems
help travellers,freight distributors
and transport operators make
a more efficient use of the networks.
Navigation and positioning systems ha ve
the po tential to o ffer added value services
in a vast rang e of applications.
The transport research prog ramme ha s
demonstrated advanced solutions and
contributed t o the development of
European traffic management systems in
all modes.
A
Research has esta blished a n embryonic
netw ork at European level for informat ion
exchang e in t he field o f VTMIS (vessel
traffic manag ement a nd information
services).The potent ial of the net wo rk
for exchange of maritime traffic information,
vessel and cargo data and marine pollutioninformation has been demonstrated.
The functions and services of an
operat ional concept for the European
ATM system add ressing gate-to-ga te
planning and a chievab le by 2010 have
been ident ified. The viability of the
concept has b een proved b y technical,
operational and economic assessments.
Maritime and air transport13
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EVALUATINGTRANS-EUROPEAN NETWORKS
Research has predicted the location
behaviour of individuals and businesses
resulting from changes in accessibility.
From these, forecasts for economic
performance in terms of regional
production and employment have been
derived. Results show tha t the full
trans-European netw ork scenario would
be able only to mitiga te the trend
tow ards economic polarisation of
the EU,with a slightly less polarised
distribut ion of accessibility a nd
economic growth among the regions
tha n in other scenarios.Accessibility o f
all reg ions wo uld benefit from trans-
European netw ork investment.
The greatest gains appear in the
periphery a nd in particular in
the Iberian peninsula. The effect s on
GDP development hint a t a convergence
effect of the trans-European network.
Most reg ions in the Europea n core and
the Northern European countries
encounter losses in GDP per capita,
while most regions in the cohesion
countries (with the exception of Ireland)
experience considerable gains.
Other research has applied system
dyna mics to a ssess the long -term effects
of phased implementat ion of the t rans-
European ne tw ork. One scenario tests
the impacts of ea rmarking fuel taxes
for investments in the trans-Europea n
networks.Comparison of the change in
GDP in the year 2026 with t he overall
infrast ructure investment show s that
construction o f the trans-European
netw ork is profitab le in the long run.
However, transfer of funds from one
region to another is req uired, as there is
an imbalance between the regional
source of tax revenues and t he location
of investment .
Assessing economic and spatial impacts15
Strategic assessmentof trans-European networks
he development of the t rans-
European transport network requires
an integrated assessment tha t g oes
beyond the d irect t raffic impacts
usually ta ken into a ccount in the a ppraisal
of infrastructure investment s.The t ransport
research programme ha s developed to ols
for assessing the impacts of investments in
the network on socio-economic activities
and development, including spatial and
temporal distribution of impacts. Different
approaches to modelling ab le to take into
account the interaction between transport
investment a nd regional econo mic
development have been tested.
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Predicting European traffic flows
Scenario and traffic ana lysis are key to ols
for informed decision-making in transport
policy.The t ransport research programme
has developed softw are tools to estimate
future transport demand and traffic flow s.
This allow ed the effects o f d ifferent policy
options and alternative socio-economic
scenarios to be assessed.Forecasts have
been produced for a baseline scenario
of current policy trends withouttrans-European netw orks.E
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Baseline European trafficforecasts16
The overall growth from 1995 levels for
passenger-kilometres is projected at more
than 20%by 2010 in the baseline scenario.Long-distance trips are expected to increase
at tw ice the rate of short t rips (less than
40 km). Roug hly 70%grow th is projected
for internat ional passeng er travel.
Freight travel shows a h igher growt h
rate than passenger demand.Tota l
tonne-kilometres are expected to increase
by roughly 40%by 2010 and 65%by
2020.Nearly 100%grow th is projected in
cross-border traffic.The increasing averag e
length of haul,brought about byglobalisation of production and markets,
is expected to favour railways. However,
the length of routes suffering serious
cong estion is predicted to increase
significantly unless policy action is taken.
Environmental assessment oftrans-European networks
Appropriate methods for strateg icenvironmental assessment (SEA) at the EU
level are among the requirements of the
guidelines for the development of the
trans-European netw ork.Major achievements
of the t ransport research programme have
been the development of a methodology
for SEA and a soft ware tool for assessment
of air pollutant emissions,energy
consumption, noise and sa fety impact s.
The too l has incorporated met hodolog ies
for traffic and emission forecasting developed
elsewhere in the programme.
Projections for the European ba seline
scenario show the following impacts:G improved technolog y outw eighs the
growt h in road travel,and a ll road
emissions fall except CO2;G emission increases in a ir transpo rt a re
correlated w ith the level of traffic
because technology changes are
offset by the relat ive growth of
shorter distance travel;G emission increases in waterbo rne
transport a re also correlated withthe level of traffic beca use of the slow
turnover of the fleet;G overall, ag grega te emissions from a ll
modes fall from 1994 levels, with the
exceptions of CO2, with roughly 40%
growt h by 2010, and SO2 with growth
closer to 60%by 2010.
In a scenario w ith a ll trans-European
network projects and related policies
implemented , the tota l tonne-kilometres
transported increase mo re than in the
ba seline scenario but a substantial shift
to rail is foreseen. Inland w aterw ays a re
ab le to achieve a 12%growt h of tonne-
kilometres by 2010 compared with 1.5%
growth in the baseline scenario.Total
passenger transport wo uld g row less
than in the b aseline scenario w ith a shift
from car and air to rail.
Improvements on the baseline scenario
are predicted in terms of overall CO2
and SO2 emissions, although theupward trends in these emissions
cannot b e reversed. A 35%grow th is
projected for CO2 by 2010, while a 55%
growth is projected for SO2, both lower
than in the ba seline scenario. Fewer
fatalities than in the baseline scenario
are predicted for road, air and w ater
while a significan t increase of fa ta lities is
predicted for rail. A scena rio of rail-only
trans-European netw ork investment
wo uld bring further, although small,
advanta ges in terms of CO2.
Pilot strategic environmental assessment17
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Developing the Europeantransport policy informationsystem18
An open and modular architecture has
been proposed for the ETIS to enable
continuous upgrading as new data bases
and models become available.New
methods for da ta collection have been
proposed and a system for dat a sharing
across the EU has been defined.
Research has a lso provided softw are to
support the connection process,a nd
applications to simplify the interface
with t he end users.Trade a nd transport
da tabases w ere successfully harmonised
in a demonstration too l focused on
trans-Alpine tra ffic.
Method s for estimating costs have been
demonstra ted for the Milan-Frankfurtand Londo n-Lille routes. The relat ive
importance of each t ype of externality
wa s found to vary significantly with
mode a nd the characteristics of the
various sections of the route,such as
the local populat ion density a nd the
power plant used to g enerate electricity
for trains.In these tw o corrido rs,
external cost per 1000 passenger-
kilometres varied for rail between
0.8 and 8 euro, and for road betw een
24 and 75 euro.
In areas w ith low population densities and
little congestion on roads,current taxes andcharges on private cars might be too high
whereas for congested inter-urban routes
in dense areas the opposite holds.Fares for
inter-urban passenger transport are
generally too high. In contrast ,
long-distance road freight is generally
undercharged and there is a clear case
to introduce a charge b ased o n vehicle
characteristics and distance travelled.
Rail freight ta riffs may need to increase
or decrease depending o n the current
level of subsidy.
Charging infrastructure use19
Strategic information systems
The planned European transport policy
information system (ETIS) is intended to support
decisions on transport policy and the trans-
European networks.Data are needed on traffic
flows,the supply of infrastructure and logistic
services.However,the existing data,models
and related software found a t international,
nat ional and local levels are generally
inconsistent and need to be integrated.
The t ransport research programme ha s
supported several projects which have produced
specifications for the ETIS.
Evaluating costs on European routes
The evaluation of external costs is a prerequisite
for the implementat ion of pricing measures
aimed at charging users according to the
costs they impose on the transport system
and on society.Research has demonstrated
methods for evaluating the different externalcosts for journeys along specific corridors,
including accidents,a ir pollution,noise and
global warming. Recommendations for
appropriate price signals in the light of a ll
relevant internal and external costs have
been provided.
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INTERCONNECTINGMULTI-MODAL NETWORKS
he poo r qua lity performance
affecting todays intermodal freight
transport ca lls for new concepts for
bundling of flows across networks.
Therefore research ha s looked at innova tive
bundling solutions and the necessary
innovation in terminals.The manag ement of
pre- and end-haulage to and from terminals
has also been studied, as this part of the
logistic chain is costly and non-transparent.
New concepts for the rail connection
betw een seaports and the hinterland ha ve
been ta rgeted since this link will become
more and more a critical facto r as
the t ransport of conta inerised cargo
continues to increase.
T
If the volumes of freigh t flows a re not
sufficient to fill a direct begin-end train
or barge at the required frequency,
complex bund ling a t one o r more
intermediate nodes can be used as an
alternative to trucks.Complex bundling
concepts integrat e small flow s and a llow
operations with small begin-end terminals,
while at the same time achieving
the q uality a nd cost features of large-
scale operations.
The high investment costs of
new-generation t erminals require a
redistribution of income from the links
to t he nodes.Tariff different iation is
needed to stimulate spreading o f
operations over the day.Additional
innovations such as automatic wag on
identificat ion are required to avoid
time-consuming manua l act ivities.
New concepts for freight networks and terminals20
A new rail solution betw een sea ports
and their hinterland has been proposed
to help solve the bo ttleneck problems of
the European road netwo rk close to
major ports.The new type o f connection
integrates various innovat ions including
hub-and-spoke systems,private rail carriers
and advanced information systems.
A market for the concept is predicted on
many long - and medium-distance
transport links in Europe.
Innovative rail-sea port connection22
Accessing intermodal terminals21
Solutions for improvement of pre- and
end-haulage ha ve to provide a dded
value for all participating a ctors in the
intermodal chain.Orga nisat ional solutions
seem most promising.Better
communication and co-operation between
the various parties involved should be
encourag ed to reduce the cost of
operations and increase the use of
intermoda l transport. One measure is the
initiation of regular round table meetings
between companies in the sector.
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Rail freight networks
evitalisat ion of the European railway
netw ork is being addressed by
the development of ERTMS and the
libera lisat ion of the secto r. How ever,
the question a rises whet her improvements
in competitiveness could also be achieved
by innovative organisation of t raffic.The
transport research programme has identified
a trans-European rail network dedicated to
freight transport and has outlined a strateg y
for its implementation.
DEVELOPINGTRANS-EUROPEAN NETWORKS
RDedicated trans-European
network for freight23
A European railway dedicated to
freight has been identified based on
three sub-netwo rks:G a core netw ork strongly dedicated to
freigh t, covering the indust rial reg ions
of central Europe,G an intermediate netw ork mainly
dedicated to freight but a lso carrying
local passenger trains,a ndG a mixed net work on which passenger
trains would normally have priority.
In the proposed solution,less than 22%
of the netw ork wo uld support ab out
60%of the present volume of freight
traffic.Under a current t rend scenario,
rail would continue to lose share in thefreight market, falling from 14%in 1998
to 9%in 2020.In the dedicated netw ork
scenario, rail could reverse the d eclining
trend and reach by the year 2020 a
modal share of as much a s 20%, the
same level as at the beg inning o f the
Eighties.This would need improvements
in the q uality of rail services combined
with price reductions of up to
30%.Time-savings in 2020 could be up to
50%relative to the current trend scena rio.
The increase of ra il tonne-kilomet reswould increase the environmental burden
by up to 80%. How ever, this would be
outweighed by the environmental
benefits from reduced road traffic.
Inland waterways
Increasing the use of European inland
wa terways is an ob jective of transport po licy.
However,negative effects may occur in terms
of a tmospheric pollution,dama ge to
infrastructure,risk of accidents and congestion.
An in-depth study ha s analysed these impacts
and evaluated d ifferent measures to
reduce them.
Predictions for 2010 show tha t t here is
still enough capa city for main European
inland w aterwa ys to handle growth in
the volumes of freigh t t raffic, despite
the total capacity of the European fleet
being expected to decrease. Marginal
costs of po llution and infrastructure
maintena nce seem to increase very
rapidly once the t raffic reaches a 60%
increase in volume.Regulation aimed a t
separating recreational and commercial
shipping is considered the most effective
wa y of reducing accidents and
congestion.On-boa rd technolog ical
solutions to reduce fuel consumption
and financial incentives for the use of
clean products are better at reducing
atmospheric pollution.
Strategies to cope with traffic growth24
EKA
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EUROPEAN TRANSPORT NETWORKS
14 15
Intermodal freight transportcorridors
Advanced solutions for the integration of
inland wa terways and peripheral areas into
door-to-door transport chains would improve
the competitiveness of European intermodalfreight t ransport. Research has assessed
the potent ial for tri-modal transport chains
including road,rail and inland waterways,
along corridors between the North and
the South and South-East Europe.The viab ility
of operat ing intermodal transport services
in Scandinavian countries has been
demonstrated, in spite of small flows andsparse population.
Barriers to trans-Europeannetwork implementation
The development of the trans-European
transport network and its geographic spread
exacerbate the conflicts inherent in
decision-making processes.The t ransport
research programme ha s developed
a methodology to help ant icipate ba rriers in
netw ork implementa tion.
Tri-mod al transport cha ins should be set
up on the Rhine and Danube axes to
exploit the ca pacity of the inland
waterways.Key success factors for the
integration of inland wa terway transport
into multi-modal transpo rt cha ins
include innovative tri-modal terminal
design, improvements of design and
techniq ues for barges,a nd the
introduction of a European-wide
intermodal transport unit tha t is suitable
for all transport modes.
Intermodal freight transport between
the European ma inland and the Nordic
countries requires adaptation of port
terminals in the Baltic Sea to ha ndle
complete block trains,a nd new low-cost
communication solutions to overcome
the differences in technical levels
betw een the operators.
Advanced multi-modal transport chains25
Overcoming barriers
to implementation26
Many o f the b arriers for the t rans-
European netw ork occur in the field o f
financing. Other barriers originate from
different technical standards and
allocation of regional responsibilities.
Conflicting socio-economic and
environmental objectives may also give
rise to b arriers to implementa tion.
Phasing of trans-European projects can
be a better solution than public-private
partnerships (which may be difficult to
implement ). Phasing or splitting intoindependent elements a lso helps to
restrict t he internat ional pa rt of t he
project.The positioning of
the environmental appraisal procedure
in the decision process shapes bot h the
strategies of the a ctors involved and the
solutions they reach. Mediation can be
an effective way to resolve conflicts
of interest if it represents a process of
institutional learning rather than relying
on cha risma o r persona lity.
Eureka Slide,Domelounksen
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Financing trans-Europeannetworks
The gap b etw een socio-econo mic and
financial profitab ility is a major barrier in
the development of the trans-European
netw ork.When a project is not sufficientlyprofitab le for the private sector,direct
government contributions or the introduct ion
of user charges can b e used to let the private
sector participate. How ever, even when a
project offers a sufficient financial return for
the private investor, the pub lic sector could
still be involved, for example to improve
the project s viability by mixing pub lic and
private skills. Research ha s produced a
handboo k aimed at government officials on
the applicat ion of public-private partnership
(PPP) approaches to financing a nd o peratingtrans-European netw ork projects.
Heading East
Transport is a key area for integ ration of the
EU with Central and Eastern European countries
and the Baltic States.The strateg ic planning ofmulti-modal corridors is of vital importance to
start to close the gaps existing in the netw orks
of the accession countries.
Therefore research has investigated d ifferent
infrastructure strategies for the development
of major pan-European corridors.
Three types of PPP have been identified
as most co mmon to trans-European
netw ork projects:G joint ventures,where investment is
shared between the public and the
private sector,G concessions, where investment is fully
undertaken by the private sector
through concession agreements,G hybrid types, where the project is split
in several project components w ith a
public SPV (special purpose vehicle)
in control of t he overall project.
Recommendations have been provided
on how to o rganise the d ifferent phases
of the PPP process and avoid possible
ba rriers pertaining to the regulatory
framework,market and financial factors
and the po litical environment.
A metho dology (the public private
comparator) has been presented t o
enab le decision-makers to compa re PPP
with conventional tendering for
a specific project.
Risk allocation is at the core of successful
PPP specification;each stakeholder
should bea r the risks it is best ab le to
control,manag e and carry.The public
sector must be prepared to shoulder
political and legislative risk.Major
uncertainties affecting PPP decisions are
user charging and other netwo rklevel-effects.There is a st rong case for
the Commission taking a co-ordination
role regarding these issues in cross-
border projects.
Implementing public-private partnerships27
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16 17
EUROPEAN TRANSPORT NETWORKS
A strategic assessment methodology has
been proposed to complement project-
specific assessments.Images of the futures
have been elaborated under four scenarios:G renaissance, where a virtuous circle
will develop,facilitating growth and
integration;G dilution,where high growth is sustained
by successful reforms but interventions
aimed at cohesion and shared political
structures weaken;G solidarity, with low grow th rates in
bo th Western and Eastern Europe and
fast integration;G frag mentation, with low growth and
slow integration.
In-depth studies have been carried o ut
for the ten multi-modal pan-European
corridors that form the backbone of
the netw ork ado pted in the t ransport
infrast ructure needs assessment (TINA)
process. Results have sugg ested that it is
important to support multi-modal
solutions,while at the same time paying
attention to positive boundary conditions,
including intermodality and patterns of
inter-regional co-operation.
Combinations of road and rail projectswere generally found to offer the g reatest
benefits,with road projects bringing
greatest b enefits in terms of a ccessibility
and rail projects in terms of safet y
improvement and air pollution reduction.
Diversification of the investment in
different t ypes of infrastructure was a lso
found to have greater success in achieving
nat ional transport po licy ob jectives.
Strategic assessment of pan-European transport corridors 28
Making better use of the Danubewaterway29
Cargo volume on t he Danube could
grow by mo re than 170%from 1995 to
2010 if substantial improvements in
navigational conditions and transhipment
were ach ieved. Major infrastructure and
organisational bottlenecks include the
restricted w idth a nd depth on the
upper Danube and the ent repreneurialweaknesses of the transition countries.
Key conditions for the intensified use of
the Danube include:G creating a single pan-European
regulatory framework,G launching a trans-national investment
programme,G fostering the libera lisat ion of market
access and co-operation among service
providers,andG better integration of inland naviga tion
in long-distance transport chains.
EurekaSlide,Wang-Mo
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CURRENT DEVELOPMENTSIN TRANSPORTRESEARCH
learing bo tt lenecks in railway
netw orks and at airports, exploiting
the potent ial of wa terborne
transport and connecting effectivelythe cand idate countries are important
challenges that still lie ahead.
Priorities a nd current research lines include
the following:
Infrastructure development and maintenance
specificat ions for technical and administrative
interoperab ility within and a cross modes,
and optimisation of terminal operations.
Traff ic management systems solutions for
interoperable road traffic information andmanagement systems,development of a
supervisory railway management facility
along European corridors, development o f
new funct ions for the RIS and VTMIS
concepts to support the overall management
of the transport cha in,large-scale
demonstra tions o f va lida ted ATM concepts,and demonstration o f Galileo applications.
Decision support tools for infrastructure plans
enhancement of g uidelines for SEA including
specifications of indicato rs and dat a sets
and calculat ion methods for transport
environmental costs, and development of
new met hodolog ies for the assessment of
indirect and distributional impacts of
transport investment projects.
Innovat ive transport services assessment ofthe potential for rail-air freight services, and
demonstration o f operational solutions for
European rail freigh t freew ays.
C
Research is underwa y to provide
a metho dology for the ana lysis and
measurement of the network effects
stemming from qualitative improvements
and introduction of new capacity intrans-European netw ork schemes. Other
research will combine transport a nd
macro-economic modelling to assess
the impacts o f infrastructure investments
on economic g rowth, including
employment and industrial
competitiveness,and the distribution ofthese impacts among citizen groups,
industries and regions.
Assessing spatial and socio-economic impacts30
Research is seeking to increase the use
of the Danube w aterwa y.Work is
underway to set up and run highly
integrated logistic netw orks and implement
an a dvanced European concept to
manage door-to-door intermodal
transport chains with inland navigation
as the core transport mode.
Intermodal transport chains on the Danube corridor 31
This sect ion ident if ies some of the current research in
the field of trans-European networks. Furt her detai ls
are available from the Links section of the web-based
Know ledge Centre.
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18 19
References
Further informat ion on the following projects can be obt ained from the web -based Knowledge Centre.
Other key documents referenced in the brochure are availab le on the DG Energy a nd Transport w eb
site (http://europa .eu.int/comm/dgs/energy_transport/index_en.ht ml).
1.White Paper "European t ransport policy fo r 2010: time to decide",COM(2001)370
2.Proposal for a Decision of the European Parliament and of t he Council amending Decision 1692/96/EC on
Communit y guidelines for the development of the t rans-European t ransport network,COM(2001)544
3.The transport research programme is part of the fourth framework programme for Communit y activities in the field
of research, technological development and demonstration for the period 1994 to 1998
4.MASTER project
5.ASTRA and EUNET-SASI projects
6.COMMUTE and STREAMSprojects
7.EUFRANET project
8.PROFIT project
9.CODE-TEN and EUDET projects
10.MINIMISE and SORT-IT pro jects
11. IMPULSE and UTI-NORM projects
12. EMSET,ETCS-VB,INDRIS,MASTER and TROPIC project s
13.TORCH and VTMIS-NET projects
14.TRANSINPOL and VAST pro jects
15. ASTRA and EUNET-SASI pro ject s
16. SCENARIOS and SCENES projects
17.COMMUTE and MEET pro jects
18. INFOSTAT and MESUDEMO pro jects
19.QUITS,PETS and TRENEN pro jects
20.TERMINET project
21. IMPREND project
22.OSIRIS and IRIS projects
23. EUFRANET project
24.SHIFTING CARGO and IMMUNITY projects
25.APRICOT and SCANDINET projects
26.TENASSESS project
27.PROFIT pro ject
28.CODE-TEN project
29.EUDET project
30. IASON and TIPMAC projects
31.ALSO DANUBE pro ject
The programmes Know ledge Centre is availab le at :
http://europa.eu.int/comm/transport/extra/home.html
It provides:
structured guides to the results and projects for particular topics;
summa ries and final reports of individual projects;
access to project w eb sites and other contact d etails.
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Brochures on results from the transport research programme
are available for:
1.Sustainable mobility
2.Clean urban transport
3.European transport networks
4.Single European sky
5.Maritime safety
6.Freight intermodality
7.Getting prices right
8.Road safety
9.Intelligent transport systems
KO-39-01-570-EN-C
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OFFICE FOR OFFICIAL PUBLICATIONS
OF THE EUROPEAN COMMUNITIES
L-2985 LUXEMBOURG