Directorate general for Energy and Transport European Commission European Policies for a sustainable mobility Massimo Costa European Commission DG TREN 17 December 2005

Directorate general for Energy and Transport Deterioration of the modal split Inland waterways Pipeline Short-sea shippingCars or lorries Coach RailAir Passengers in billion pass.km Goods in billion tonnes/km Goods Road 44% Sea 41% Rail 8% Inland waterways 4% Passengers Road 79% Rail 6% Air 5%

Directorate general for Energy and Transport3 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

Directorate general for Energy and Transport4 The White Paper - European Transport Policy for 2010: time to decide General Objectives: reducing accidents ( road fatalities per year) reducing environmental damage (Kyoto -8% CO ) and increase in energy supply reducing congestion (now 0.5% of GDP): 50% growth in road freight forecast in ”do-nothing” scenario

Directorate general for Energy and Transport5 White Paper: Objectives and measures Instruments “Liberalization” for railways: open market 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

Directorate general for Energy and Transport6 White Paper: Objectives and measures Horizontal Instruments Galileo (2008) European Single Sky (2003) Fair pricing for infrastructure use and harmonised taxation Safety measures

Directorate general for Energy and Transport7 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%

Directorate general for Energy and Transport8 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”

Directorate general for Energy and Transport9 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

Directorate general for Energy and Transport10 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

Directorate general for Energy and Transport11 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

Directorate general for Energy and Transport12 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”.

Directorate general for Energy and Transport13 Railways “Load Factor”: Payng load / Load capacity (freight) Passengers on board/ number of seats (passengers)

Directorate general for Energy and Transport14 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

Directorate general for Energy and Transport15 Railways This problem mainly occurs in passengers services and often depends on the low degree of flexibility of train compositions (“passengers block trains”)

Directorate general for Energy and Transport16 Railways Liberalisation ↓ Concurrency ↓ Costs reduction ↓ Improvement of “Load Factor” ↓ Further reduction of specific Energy consumption in rail transport ↓ Sustainability

Directorate general for Energy and Transport17 Railways 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

Directorate general for Energy and Transport18 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

Directorate general for Energy and Transport19 EU policies to reduce energy use in transport Research and initiatives CIVITAS, CUTE “Benchmarking”, dissemination of best practice Partership whit stakeholders Legislation

Directorate general for Energy and Transport20 CIVITAS : Strategies in urban transports Integrated approach to urban transports

Directorate general for Energy and Transport21 Lille Nantes Toulouse La Rochelle Cork Bristol Winchester Norwich Preston Graz Aalborg Odense Göteborg Stockholm Malmö Berlin Bremen Stuttgart Bucharest Suceava Poliesti Kaunas Rotterdam Prague Gydnia Krakow Rome Genoa Venice Potenza Barcelona Burgos Pecs Debrecen Tallinn Ljubljana CIVITAS : Cities

Directorate general for Energy and Transport22 Changing of integration between techologies and plitical decision High political engagement Wath’s CIVITAS?

Directorate general for Energy and Transport23 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 (1)

Directorate general for Energy and Transport24 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 (2)

Directorate general for Energy and Transport25 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

Directorate general for Energy and Transport26 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.

Directorate general for Energy and Transport27 EU policies to reduce energy use in transport CO 2 voluntary agreements of EC with automobiles industries associations in order to achieve a quantified average emission of CO 2 / Km: ACEA ( European) JAMA ( Japanese) Kama ( Korean

Directorate general for Energy and Transport28 EU policies to reduce energy use in transport Target: to achieve 140 gCO 2 /Km in the average for new passenger cars sold in EU: Deadlines : 2008( ACEA) 2009 ( JAMA and KAMA)

Directorate general for Energy and Transport29 EU policies to reduce energy use in transport CO 2 targets have to be achieved “mainly” by: Technological developments Market changes

Directorate general for Energy and Transport30 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

Directorate general for Energy and Transport31 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

Directorate general for Energy and Transport32 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 White paper - summary

Directorate general for Energy and Transport33 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 Trans-European Transport Network (TEN-T)

Directorate general for Energy and Transport34 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)

Directorate general for Energy and Transport35 Economic situation - Investments as % GDP AustriaBelgiumDenmark Finland FranceGermany GreeceIreland ItalyLuxembourg NetherlandsPortugal SpainSwedenUK

Directorate general for Energy and Transport36 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

Directorate general for Energy and Transport37 Inland navigation Europe: 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.

Directorate general for Energy and Transport38 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

Directorate general for Energy and Transport39 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

Directorate general for Energy and Transport40 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 The Group should submit its first report by 15th December 2004 and complete its recommendations to the Commission in the second half of The Group includes 25 neighbouring countries.

Directorate general for Energy and Transport41 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.

Directorate general for Energy and Transport42 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 Transport43 Further information European Commission Directorate General for Energy and Transport /