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European Transport Policy

Page history last edited by Evripides 13 years, 12 months ago

Roots
The Tans-European Network (TEN)
Entering the 21st Century
European Transport Policy Projects
Tourism and Travel
Bibliography
Useful links

Roots

Along with the signing of the Treaty of Rome, and the first steps towards the creations of a Single Market within the then European Community, came the idea

sport integration. Although the main purpose of the Treaty was to promote trade and a better economic structure established by the upcoming Single Market, inevitably, the promotion of free movement of goods, capital and labor was as key concept in providing and engaging a transport plan within the then Member States (Giorgi & Schmidt, 2002, p.3). The basis and foundation of the Common Transport Policy (CTP) in an Intra-Community scale, was perceived in the agenda of the Treaty of Rome, where, Article 75 is considered to be as the starting point and the formation of CTP (Giorgi & Schmidt, 2002, p.3).

“[the Council shall] lay down: common rules applicable to international transport to or from the territory of a Member State or passing across the territory of one or more Member States; the conditions under which non- resident carriers may operate transport services within a Member State; measures to improve transport safety; any other appropriate provisions.” (Official Journal C340, p. 67)

Despite the above statement by the Council, CTP was not considered as a priority between 1957 and 1985, therefore the member states had shown a lack of interest or unwillingness to promote and solidify the policy by eliminating the border barriers, engage in market competition and embracing the free market (Giorgi & Schmidt, 2002, p.3). During that time, transport policy was kept in a national level and at the European Conference of Ministers of Transport (ECMT) Ministers, were sharing innovative ideas about potential projects which might be undertaken by the CTP in order to resolve current or future issues not only in Intra-Community transportation but also in building a bridge between transport policy and the economy of the European Community (Giorgi & Schmidt, 2002, p.3).

During the period of 1985 and 1991 the Commission began to create directives and regulations about CTP focusing on railways for not only passengers but cargo transportation as well, along with regulations for harmonization of road transport and airborne liberalization (Giorgi & Schmidt, 2002, p.3). By 1992, the Commission has began to shift towards a legislative approach to CTP, advancing in road haulage, applying the principle of free movement within the then European Community’s boarders along with liberalization and development of new flight plans for air transport and new inland waterway transport for maritime as a start with further development for the Intra-integration of Member States (Giorgi & Schmidt, 2002, p.4). By achieving thins the European Union has liberated it single market and most of all cargo transportation and free movement had overcome the barriers of national borders, solidifying the unity of the Member states.

While Intra-European transport networks in road, air and water transport continue to develop, there was a decrease of usage of railways as the rest of the variety of transport means, was considered more relevant and efficient due to further development of new passages which linked the member states. In 1995 the European Union decides that the a solution had to be found in order to revitalizing the European railways. This was achieved with the adoption of two directives of legislation: first by privatizing and licensing a considerable amount the rail sector, in order to provide specialization to the field, thus the railways will be developed by the latest technological specification standards and on the other hand, changing and allocating the infrastructure of the filed to bring new funds for development of the Intra-European rail network (Giorgi & Schmidt, 2002, p.5). Despite these pieces of legislation, the promotion and development of the network had been slow and in a large scale fragmented. Since many attempts had been undertaken by the European Council (EC), the European Commission (EC) and the European Parliament (EP), revitalization of the railways came to a stalemate regarding any further ideas for defragmentation of the sector (Giorgi & Schmidt, 2002, p.5). Giorgi & Schmidt (2002) define the problem as the “segmentation according to national boundaries, which prevents the emergence of seamless rail transport with full logistic support (EC, 1996). This is especially true for freight transport” (Giorgi & Schmidt, 2002, p.5).

As the Treaty of Maastricht came to life in 1992, a new White Paper of proposals for further development of transport and further directives on embedding the then current problems in CTP attracted the attention of the EU. (However, some if not most of the problems then, still exist today for reasons, which will be mentioned further in the text). The core objectives of these proposals were to enforce within the CTP the notions of sustainability, social cohesion, reinforcement and equilibrium of the infrastructure of the Transport Policy agenda. The strengthening of these fields was seen as a pivotal key in the further development of economic and social structures of the EU, as new ideas and concerns where keeping the Council of Ministers of Transport under heavy hectic (Giorgi & Schmidt, 2002, p.5). The measures and directives concerning social cohesion were adopted an opportunity to dimes any disparities between deferent regions of the EU, since some areas located in favoring position in terms of development and other location where development process was gradual (Giorgi & Schmidt, 2002, p.5).

The Tans-European Network (TEN)

The 1992 White Paper gave birth to the TEN, as a new approach to the CTP. TEN’s essentially was targeting the then (and now) fragmentation and problems of air, road, water, and rail transport. Its agenda, proposed for limitations on Co2 emissions caused by the internal combustion engine motors of all vehicles in a concern to the quality of air within the atmosphere and above the European region Giorgi and Schmidt (2002) explain the Co2 emission charge in order to provide sustainable mobility “and the adoption of standards for atmospheric emissions, noise levels from aircraft, and minimum excise duties on fuel.” (Giorgi & Schmidt, 2002, p.6). Fourteen other projects including ease of congestion in highly populated areas (usually capital cities) and bottlenecks were identified, approved and funded by the Commission as a matter of priority within the TEN’s agenda.

In addition to these policies by 1997, the CTP took into consideration the environmental effect as consequences of the pollution caused by transport and shifted towards a “greener” and environmental- friendly policy agenda regarding rail, water, road and air transport of passengers along with freight. This was achieved through a better transport system management which combined transport and an emphasis on intermodality. Furthermore, the CTP along with other EU institutions begun to educate and inform the community as the 1995 Green paper was released, in order to build awareness, caution and sensitivity within governments and societies, thus social cohesion, understanding and skepticism can promote a environmental-friendly attitude. Moreover, the purpose of the Green papers was not only to build awareness of the possible consequences of the pollution of environment but also in promoting sustainable methods of efficiency and transparency in urban and regional areas of transport.(Giorgi & Schmidt, 2002, pp.7,9-10).

The outcome of these efforts led to the realization, that in order to achieve ‘sustainable mobility’, governments must co-ordinate in a multi-level, which involves different levels of decision-making coming in consensus not only with each other but also with public opinion (Giorgi & Schmidt, 2002, p.7). The European Commission adopted this co-ordinating role, as it is the major sponsor which finances research, and builds relations with local and regional actors (investors, specialist) partly in order to break the monopoly or national governments in transport policy agenda-settings (Giorgi & Schmidt, 2002, pp.7).

For more information on the Environment please visit: Climate Change

Entering the 21st Century

In 2001 as the European Union moves on a steady course of progress, while preparing for the Unions enlargement and the introduction to the Eurozone a new White Paper on the European Transport Policy came forth, addressing issues in the European transport network that already exist, along with adjustments and methods of harmonization of transport that need to be established by 2010. The paper’s title is “time to decide”; it was considered as a milestone as it was trying to apply pressure to member states in order to accept and therefore apply new policies and amendments within the existing, thus the progress and development of transport within the EU could be engaged in much more expanded and effective level (Giorgi & Schmidt, 2002, pp.7-8).

The paper focuses on a new perspective of road pricing in particular for freight transportation and especially heavy goods vehicles. According to this, “Road pricing is considered the way forward for restoring the balance between modes, and, in particular, road and rail. In turn, a significant modal shift from road to rail is expected to contribute to resolving both the congestion and the environmental problems facing transport.” (Giorgi & Schmidt, 2002, pp.7-8, European Commission, 2001, p.11). Further more, road pricing will contribute in raising funds for the development of other fields of transport like railways, waterborne transport. Major renovation re restructure of railways can finally be established and encourage freight transport as well as passengers to use it as a chance to expand, revitalize and introduce a more environmental friendly mean of transportation while giving an end in congestion and bottlenecks in highly populated areas, as trains eventually and inevitably will be responsible for the current freight transport that is currently held on a great percentage by road (European Commission, 2001, pp.13,25,26). “In other words, the measures proposed in the White Paper are just the first “essential” step and in which the minimum can (or should) be achieved.” (Giorgi & Schmidt, 2002, pp.9-10).

Furthermore, the matters of expansion of the Trans-European Network for Transport (TEN-T), security and safety within Europe’s region are discussed in the paper. In regards to TEN-T’s extension, this matter involves building of new infrastructures within the community towards the East of Europe as enlargement of the Union is underway with its potential members waiting in line. (Giorgi & Schmidt, 2002, pp.9-10). Although the paper is based mostly on numbers and pragmatic facts, new ideas and new precaution measures are introduced not only in air transport which was the most crucial field concerning security and safety but also the fields of railways and maritime. Since the attacks in New York and Washington on September 11th, security and safety measures have been undertaken by the EU to protect its citizens and secure European boarders form any terrorist threats, as some people do not feel safe to use means of public transport as they can be marked as targets for further terrorist actions. A great debate was raised within the aviation sector about trying to employ what is considered best for the comfort and safety of their passengers, and on the other hand, planes can be used as tools to harm European Society.

The paper suggests revision of the TEN-T guidelines; to include new projects for improving existing complications, and the revision of these as of what is tend to be considered as a priority now and in the future. These improvements, will need an additional funding which it is impossible to draw form the Commission’s side as it is currently financing most of the projects of transport, this is why the paper suggests that the additional funds should come form the European Community, co-financing new projects for the European Community (European Commission, 2001, pp. 7-8). Despite all the positions that the paper proposes, some of them are considered (Giorgi & Schmidt, 2002, p.8).

European Transport Policy Projects

Galileo

The Galileo project is a Global Positioning System, similar to the American military system (GPS), designed to cover mainly the European territory. In a combined effort of EU’s most technologically advanced members like Germany, the United Kingdom, Italy, and France to create the most advance, accurate positioning system the world has ever seen. With a potential accuracy of distance in meters, Galileo is one of the leading projects in the EU involving aerospace technology for an opportunity to remap the whole of Europe (Europa).

As the EU enlarges, we can notice a shift towards independency and autarchy in contrast with the world. There

is a tendency of trying to revive the flourishing ages of the Renaissance and in making Europe to reflect as the center of the world again. The Galileo project proves that there is great will within Europeans for unity, and common integration for a better purpose.

Once in completion, Galileo will target the streets and highways of Europe in order to easy the heavily congested roads of large capital cities by informing drivers in “real-time” where congestion and traffic is held, while suggesting alternative routes in order to reach their destinations. In a chance to make travel in Europe easier, less stressful and more efficient, the project will also provide road users in “real-time” the best available routes, where usage of fuel could be minimal; therefore the project also aims to help minimize pollution in the EU (Europa).

After long-lasting processes, and slow moving procedures, including many stains from funding of the project, to the intervention of the US to break the project, finally the first two of twenty six Satellites will bee launching to space, hovering above Europe in 2011 (Eubusiness). The project is constructed by 22 satellites, which will provide quality clarity, precision and accuracy to the users of Galileo.

Marco Polo

The Marco Polo project is an attempt of the EU to protect the environment from pollution. Funded by the EU, the project aims to provide greener means of transport and minimize environmental pollution to acceptable levels. By introducing new ways of freight transportation, and minimizing the number of trucks and heavy goods vehicles on roads, the Co2 emission levels will drop constantly. Marco Polo is a five-year attempt to improve living conditions within Europe, running from 2007 until 2013. So far seventy-seven projects are currently funded and administrated by Marco Polo in all of Europe. Some of the most newly approved programs are:

a) “A new driver accompanied freight ferry service with 3 scheduled weekly sailings between the ports of Ravenna (Italy) and Igoumenitsa and Corinth (Greece) resulting in modal shift from the road cargo flows originating in Greece, Turkey, Bulgaria.” (Marco Polo 2009 Call).

b) “An intermodal railway service transporting temperature-regulated fresh food between the Arctic market in Norway and the European continental markets of Benelux and northern France.” (Marco Polo 2009 Call).

c) “Maritime service for unaccompanied trailer shipments between Esbjerg (Denmark) and Amsterdam (Netherlands) connecting the region of Kolding in Denmark with Noord-Holland and Zuid-Holland.” (Marco Polo 2009 Call).

d) “A new intermodal transport service offering integrated door-to-door links for refrigerated fruits and vegetables from Almería (Spain) to markets in England, the BeNeLux, northern France and Germany, including a new short sea shipping line to Dunkirk (France), Sheerness (United Kingdom) and Moerdijk (Netherlands) and final distribution by road.” (Marco Polo 2009 Call).

ERTMS

The European Railway Traffic Management System is one of the major industrial Projects currently undertaken and funded by the EU. The project is being developed by six large Companies, members of the UNIFE while they are in close cooperation with the EU, railway stakeholders and the GSM-R industry. The aim of the ERTMS project is to eliminate different railway control as it is now for every country member of the EU and create one advance independent main railway control while improving safety features and a Trans European railway network that its compatibility will fulfill exceed the demands of today’s and tomorrow’s European passenger and cargo transport (ERTMS,2010)

The project’s plan is to upgrade the existing twenty different railway systems currently operating in within the European boarders to one main system that calculates and controls European rail transport. In return this will also minimize the cost to each country when repairs and further upgrades will be needed, as complexities with the now 20 different railway management systems can be avoided, spearing confusion, delays and danger of collision of trains, and many other difficulties that today’s European railways have (ERTMS, 2010).

For more information for these projects please visit: Science and Technology Policy

Tourism and Travel

Traveling in Europe has never been so easy to achieve and plan. The EU, in an effort to enhance and promote rail travel, brought to the proposal table new ways to improve the Trans-European Network. Proposals of more environmental friendly means of transport have always been the first mark to achieve within the European borders. However, efficiency, speed, comfort and low cost, were terms that could not be easily combined. Despite that, proposals of projects that could combine these terms reached the European Commission and some became a reality (InterRail).

InterRail is one of the projects that provided for Europeans and tourists, ease, efficient, comfort, speed and low travel costs. The idea of InterRail was founded by the International Rail Union on the 50th Anniversary of the Organization in 1972, providing rail travel in twenty-one countries in Europe. By 1994 the InterRail concept enlarger’s its capabilities and introduces 8 travel zones within Europe, where each zone is represented by a number of countries. In 2005 InterRail expanded further, eliminating the boarders between the new EU member states. InterRail’s colossal enlargement expands in 30 Countries including some non-EU member states (InterRail).

For any reason if rail travel in Europe might be found expensive or not worthy, there are still more alternative ways for an easy travel based on anyone’s time schedule. In this case, traveling by bus is the answer to anyone that thinks trains are not suited for his demands. Busabout, is another Trans European Project which cover most of the EU boarders. One can travel by bus, drop off anywhere with the EU with less money to spend and more sites to see, whereas traveling by rail, would not be so adventurous as trains go from stop to stop. Traveling by bus may seem as a cheaper alternative, however there is a considerable difference when it comes to sightseeing as bus stops are more likely to be found more frequently (BusAbout).

Transport with the European Union is sufficiently growing as the Union enlarges. Though many difficulties emerge during the development of a Common Transport Policy, eventually the course stays the same and everyone is aiming towards a better much more environmental friendly, efficient, cheap and easy ways of traveling within Europe

Bibliography

Giorgi, L & Schmidt, M, (2002) ‘EUROPEAN TRANSPORT POLICY -- A HISTORICAL AND FORWARD LOOKING PERSPECTIVE’, Policy Studies/Politikfeldanalyse; Vol. 2 Issue 4, p1-19, 19p
Official Journal C340, 10/11/1997, pp. 145-308, Brussels
European Commission, (2001), “European Transport Policy for 2010: time to decide”, European Communities, Luxembourg.
Europa, 2010. Galileo. Europa. [Online] Available at:http://europa.eu/legislation_summaries/internal_market/single_market_for_goods/motor_vehicles/interactions_industry_policies/l24098_en.htm [Accessed 30/April/2010 at 12:19]
Eubusiness, 2007. EU agrees 2008 budget to include Galileo Financing. EU Business. [Online] Available at: http://www.eubusiness.com/news-eu/1195858921.15 [Accessed 30/April/2010 at 12:24]
InteRail, 2010. InterRail History. InterRail. [Online] Available at: http://www.interrailnet.com/interrail-history [Accessed 20/ March/2010 at 17:08]
BusAbout, 2010. Hop on Hop off Europe. BusAbout. [Online] Available at: http://www.busabout.com/Explorer [Accessed on 20/March/2010 at 18:02]
Marco Polo Programme, 2009, “2009 Call for Proposals: 22 NEW PROJECTS TO RECEIVE FUNDING” [Online] Available at: http://ec.europa.eu/transport/marcopolo/projects/docs/call09_projects.pdf [Accessed on 30/April/2010 at 13:02]
ERTMS, 2010, What is ERTMS - Introduction. ERTMS. [Online] Available at: http://www.ertms.com/2007v2/what.html [Accessed on 27/March/2010 at 23:13]