European Commission European Policies for a sustainable mobility Massimo Costa European Commission DG TREN 17 December 2005

Passengers in billion pass.km Goods in billion tonnes/km Deterioration of the modal split Passengers in billion pass.km Goods in billion tonnes/km Goods 500 1000 1500 2000 2500 3000 3500 4000 Road 44% Sea 41% Rail 8% Inland waterways 4% Passengers Road 79% Rail 6% Air 5% 1970 1974 1978 1982 1986 1990 1994 1998 Cars or lorries Coach Inland waterways Short-sea shipping Air Rail Pipeline

The White Paper - European Transport Policy for 2010: time to decide A clear programme of 60 measures to re-orientate the Common transport policy to ensure: Economic growth (3%GDP – Lisbon European Council) to facilitate the enlargement of the EU

The White Paper - European Transport Policy for 2010: time to decide General Objectives: reducing accidents (40 000 road fatalities per year) reducing environmental damage (Kyoto -8% CO2 2008- 2012) and increase in energy supply reducing congestion (now 0.5% of GDP): 50% growth in road freight 1998-2010 forecast in ”do-nothing” scenario

White Paper: Objectives and measures Instruments “Liberalization” for railways: open market 2003-2007 freight and 2010 passengers Marco Polo intermodal promotion programme (2003) Road safety and social legislation improvement and enforcement TEN Guidelines (2004): priority to investments in railway bottlenecks

White Paper: Objectives and measures Horizontal Instruments Galileo (2008) European Single Sky (2003) Fair pricing for infrastructure use and harmonised taxation Safety measures

White Paper Indicators Decoupling of transport and GDP (in vehicles km) Going back to 1998 modal split Maintain modal share of rail transport at 35% in new Member States Reducing road fatalities by 50%

Railways It is necessary to achieve a modal shift in favour of rail transport but possibly in the framework of optimisation of the: “infrastructure design” “technique of motion” “load factor”

Railways Rail transport requires “in adequate conditions of traffic management” less global specific energy (energy/“vehicle total mass”*Km) in comparison with road transport for many technical reasons

Railways Rail infrastructure needs planning of smaller slopes to achieve sufficient adhesion between “wheels and rails” The altimetry profile is consequently and “fortunately” optimized in the planning phases to save energy during the motion

Railways “Intelligent profiles” of altimetry can also be achieved in the planning phase of urban railways (see Underground): In this way it is possible - with an appropriate design - to partially exchange kinetic energy in potential energy and vice-versa in each section included between two stations

Railways In the urban context the greater amount of energy needs is linked to the variability of the motion. Rail systems generally may optimise the number and the shape of “stop and go cycles” better than each road “intelligent” systems or economical “drive styles”.

Railways “Load Factor”: Payng load / Load capacity (freight) Passengers on board/ number of seats (passengers)

costs /”final benefits” rate: Railways The “Load Factor” is a dramatic parameter in transport field for the relevant effects on the costs /”final benefits” rate: Energy / Pass* Km Energy / Tons of freight *Km

(“passengers block trains”) Railways This problem mainly occurs in passengers services and often depends on the low degree of flexibility of train compositions (“passengers block trains”)

Railways Liberalisation ↓ Concurrency Costs reduction Improvement of “Load Factor” Further reduction of specific Energy consumption in rail transport Sustainability

Railways Liberalisation : open access European target/goals in railways : Liberalisation : open access Interoperability between networks Financing rolling stocks ( perspectives) Safety improvement / Traffic optimisation ( European Railway Traffic Management System) Action in favour of rail freight traffic and intermodality Savfeguard of passenger rights

EU policies to reduce energy use in transport Mobility 80% of european cityzen lives in urban areas 35 km trip each day per person in average 50% of trips less than 4 km, only 10% by public services

EU policies to reduce energy use in transport Research and initiatives CIVITAS, CUTE “Benchmarking”, dissemination of best practice Partership whit stakeholders Legislation

Strategies in urban transports CIVITAS : Strategies in urban transports Integrated approach to urban transports www.civitas-initiative.org

CIVITAS : Cities Göteborg Stockholm Malmö Bristol Winchester Norwich Preston Kaunas Aalborg Odense Tallinn Rotterdam Cork Berlin Bremen Stuttgart Gydnia Krakow Lille Nantes Toulouse La Rochelle Prague Bucharest Suceava Poliesti Graz Ljubljana Pecs Debrecen Barcelona Burgos Rome Genoa Venice Potenza

Wath’s CIVITAS? Changing  of integration between techologies and plitical decision High political engagement

Exemples CIVITAS (1) Public vehicles fleets with high energetic performance, less polluting, with innovative solutions •Public vehicles fleets with high energetic performance, less polluting, with innovative solutions ( hybrid vehicles) Systems for the selected acces of clean vehicles, pedestrian, bicycles. Integrated pricing Strategic actions to improve the use of puclic services

Exemples CIVITAS (2) New car property/use way, life styles “less dependent” from de car use New planning of freight distribution in urban areas Innovative measures « light »to manage mobility demand Integration : transport management, information systems, GALILEO

Exemples CIVITAS (3) Graz: bus fleets with bio fuel supply   Lille: 160 bus methane coming from recycling domestic wastes Rome: introduction of limited access area in the center : 20 % reduction of the traffic  Bristol: new logistic in freight deliveries : 66% reduction of trips  

CIVITAS - « benchmarking » for Urbain Transport Comparaison des systèmes de transport de différentes villes afin d’identifier les meilleures pratiques. Action complémentaire à CIVITAS. Projet sur 3 ans (Juillet 2003 / juin 2006). 35 à 40 villes chaque année. Groupes de travaux thématiques. www.transportbenchmarks.org

EU policies to reduce energy use in transport CO2 voluntary agreements of EC with automobiles industries associations in order to achieve a quantified average emission of CO2 / Km: ACEA ( European) JAMA ( Japanese) Kama ( Korean

EU policies to reduce energy use in transport Target: to achieve 140 gCO2 /Km in the average for new passenger cars sold in EU: Deadlines : 2008( ACEA) 2009 ( JAMA and KAMA)

EU policies to reduce energy use in transport CO2 targets have to be achieved “mainly” by: Technological developments Market changes

EU policies to reduce energy use in transport The fleet of new cars put on the market in 2008/2009 will consume on average: 5.8 l of petrol 5.25 l of diesel per 100 Km

EU policies to reduce energy use in transport Therefore in the agreements is included an implicit engagement to reduce the average mass of passenger cars: ↓ Possible change in long terms of mobility approach and philosophy

White paper - summary The White Paper set a long term framework for developing Common Transport Policy; Good progress in terms of legislative proposals; Particular success stories are Galileo, Single Sky, TEN-T, maritime safety, Marco Polo, biofuels, and rail freight; There is still work to be done on infrastructure charging, aviation taxation and open skies in order to find a political agreement; Work is underway for the assessment of the implementation of the White Paper measures fixed for 2005.

Trans-European Transport Network (TEN-T) Chapter on TENs was introduced to EU Treaty in 1993 (Maastricht treaty) The TEN Guidelines were first adopted in 1996 aiming at: Integrating national networks and modes of transport Linking peripheral regions of the Union to the centre Improving safety and efficiency of the networks 14 priority “Essen” projects were included as identified by the EU Heads of State and Government in 1994

Revision of TEN-T guidelines 2004 Policy context – White Paper of 2001 Time horizon 2020 Stimulate economic development and Common Market Enlargement as from 1st May 2004 (integration into EU, increased trade and traffic volumes) Sustainability requires modal rebalancing and improved intermodality and interoperability TEN-T is a reference network for application of other EU transport policies (interoperability, infrastructure charging, weekend bans etc) Subsidiarity issues Safety and security (e.g. traffic management systems and Galileo)

Economic situation - Investments as % GDP 3.00 2.50 2.00 1980-86 1.50 1987-93 1994-2001 1.00 0.50 0.00 Italy UK Spain Austria Finland France Ireland Belgium Greece Denmark Portugal Sweden Germany Luxembourg Netherlands

Objectives for the TEN-T European priorities targeted by focussing investments on 30 priority axes and projects Sustainability addressed by giving priority to rail, intermodality and Motorways of the sea Organisational means improved to facilitate co-ordination of funding and implementation of projects along the major axes Financial framework adapted to enable concentration and target bottlenecks at border crossings

Inland navigation Europe: 30.000 km rivers and canals. Possibilities of intermodal transport with road, rail and maritime. Commission’s objectives for inland navigation: Improve integration of inland navigation into the European transport system. Create favourable conditions for the development of the sector. Encourage enterprises to utilise this mode of transport.

Financing the TEN-T Costs of realisation of full network is € 600 billion to be completed by 2020 € 250 billion of which for the priority projects Sources of funding: National funding European funding (TEN-budget, ERDF, Cohesion Fund) EIB loans Private sector Direct user contribution – charging - important

Financing the TEN-T Innovative financing to facilitate private financing Infrastructure charging Public-Private partnerships Guarantee mechanisms EIB’s Structured Finance Facility New Guarantee Instrument

Connections outside of the enlarged EU Good links between the EU and the neighbouring countries are important Cooperation exists in the context of the Pan-European Corridors and Areas since the 1990s Establishment of a High Level Group by the EC in October 2004. The Group should submit its first report by 15th December 2004 and complete its recommendations to the Commission in the second half of 2005. The Group includes 25 neighbouring countries.

General Objectives Development of interoperable transport connections between the EU and the neighbouring regions. Identification of priority connections and projects between major trans-European axes and the neighbouring regions, covering Russia and the Western New Independent States, the Balkans, the Mediterranean region, Turkey and the Black Sea Region.

Santiago conclusions Development of interoperable transport connections between the EU and the neighbouring regions is an issue of utmost importance Priority connections and projects between major trans-European transport axes and the neighbouring regions should be identified covering Russia and the Western New Independent States, the Balkans, the Mediterranean region, Turkey and the Black Sea region Establishment of a High Level Group by the EC is welcomed - the Group should submit its first report by 15th December 2004 and complete its recommendations to the Commission in the second half of 2005

Directorate General for Energy and Transport Further information European Commission Directorate General for Energy and Transport http://europa.eu.int/comm/dgs/energy_transport/ /