COMMISSION OF THE EUROPEAN COMMUNITIES 
Brussels, 29.05.1997 
COM(97) 243 final 
COMMUNICATION FROM THE COMMISSION 
TO THE COUNCIL, THE EUROPEAN PARLIAMENT, 
THE ECONOMIC AND SOCIAL COMMITTEE 
AND THE COMMITTEE OF THE REGIONS 
INTERMODALITY AND INTERMODAL 
FREIGHT TRANSPORT 
IN THE EUROPEAN UNION 
A SYSTEMS APPROACH TO FREIGHT TRANSPORT 
STRATEGIES AND ACTIONS TO ENHANCE 
EFFICIENCY, SERVICES AND SUSTAIN ABILITY 

CONTENTS 
page 
Executive Summary I 
Chapter 1 The concept of Intermodality 1 
Chapter 2 Logistics: The complexity of demand 2 
Chapter 3 Obstacles to the use of Intermodal Freight Transport 3 
3.1. Infrastructure and transport means 4 
3.2. Operations - The use of infrastructure 5 
3.3. Modal-based services and regulations 5 
3.4. Conclusion 6 
Chapter 4 Europe's Intermodal Freight Transport System: 
Steps towards realisation 7 
A. Integrated infrastructure and transport means 
4.1. A coherent infrastructure network at European level 7 
4.2. Value adding interconnection and nodes 8 
4.3. Harmonised standards for loading units 8 
B. Interoperable and interconnected operations 
4.4. Intermodal freight operators 9 
4.5. Open access to infrastructure 10 
4.6. Infrastructure charging and transport pricing 10 
4.7. Intermodal transport and competition 10 
4.8. Co-ordination of intermodal freight timetables 11 
C. Mode-independent services and regulations 
4.9. Information and management systems 12 
4.10. Liability 13 
D. Horizontal activities 
4.11. Research and innovation 14 
4.12. Evaluation and benchmarking 15 
4.13. National Round Tables 15 
4.14. Intermodal freight statistics 16 
/^v 
Chapter 5 Intermodality and other policy areas 16 
5.1. The Information Society 16 
5.2. Regional development and cohesion 17 
5.3. The integration of SME's 17 
5.4. Environment 17 
Conclusions 18 
Table 1 Key issues of intermodality II 
Table 2 Key actions towards intermodality II 
Figure 1 The Intermodal Transport Chain 2 
Annex 1 The Action Programme 
Annex 2 Ongoing Actions 
lb 
EXECUTIVE SUMMARY 
1. An efficient transport system is an essential prerequisite lor the European Union's 
competitiveness. With the projected growth of international trade, the possible extension of the 
Union to the Central and Eastern European countries and enhanced cooperation with the 
Mediterranean countries, the role of transport will become even more important. 
2. Since 1970 European freight transport has increased by about 70 %. Annual growth of about 2 
% is expected for the next two decades. Present figures put the costs of traffic congestion at 120 
billion ECU or 2 % of the EU GDP. Accidents, air pollution and noise amount to a further 2 %. 
These costs undermine European competitiveness, when transport demand requires flexibility, 
reliability and cost-effectiveness. 
3. Unless the transport sector considers mode-independent service requirements and utilizes spare 
capacities in other modes, road transport is likely further to increase its present market share of 
72 % (from almost 50 % in 1970). The share of rail transport has since 1970 decreased from about 
32 % to less than 15 % in 1995. This decline is likely to continue if present trends persist. 
4. In order to achieve socio-economic and environmental sustainability, the efficient and balanced 
use of existing capacities throughout the European transport system has become a key challenge.1 
5. The policy instruments used for a "business as usual" approach cannot solve the future 
problems associated with transport. The present approach must therefore be changed into a 
systems approach. 
6. The promotion of Intermodality is a policy tool enabling a systems approach to transport. 
Transport services are offered as mode-independent door-to-door connections based upon a range 
of viable modal transport alternatives by making a new, efficient use of the transport system, 
reducing transport costs and allowing the generation of added value. 
The objective is to develop a framework for an optimal integration of 
different modes so as to enable am efficient and cost-effective use of the 
transport system through seamless, customer-oriented door-to-door 
services whilst favouring competition» between transport operators» 
7. A number of obstacles have been identified which prevent the extensive use of intermodal 
transport. These include the lack of a coherent network of modes and interconnections, the lack of 
technical interoperability between and within modes, a variety of regulations and standards for 
transport means, data-interchange and procedures. There are uneven levels of performance and 
service quality between modes, different levels of liability and a lack of information about 
intermodal services. As a result, mode-independent door-to-door transport is underdeveloped. 
8. Implementing a European intermodal transport system requires coordinated development of 
transport policy on European, national and regional level. Four key strategies will provide the 
necessary impetus to the development of intermodal transport in the overall context of the 
Common Transport Policy (see table 1). 
1 The Community thus inter alia aims at the "right balance ol' policies favouring the development of coherent, integrated transport systems lor the 
Community as a whoie." (see White paper: The future development ol the common transport policy - A global approach to the construction of 
a Community framework for sustainable mobility, ISBN 92-826 591,1-9, §4()b) 
U 
Table 1: Key issues of intermodality 
> A European strategy on infrastructure: trans-European transport networks and nodes 
> The Single transport market: harmonisation of regulation and competition rules 
> Identification and elimination of obstacles to intermodality and the associated 
friction costs 
> Implementing the Information Society in the transport sector 
9. Since intermodal transport is more data-intensive than conventional transport, the Information 
Society's role in transport is of crucial importance. Computer Aided Transport CAT - the use of 
information and communication technologies - is key to efficient and customer oriented transport 
services. Open and flexible information and decision support systems are changing the way 
transport is organised and managed and will enhance present and create future market 
opportunities. In addition the use of the information infrastructures and the development of 
additional specific capacities for intermodal operations will increase the attractiveness of the new 
approach. 
10. Intermodality does not aim or relate to a specific modal split, but addresses the integration of 
modes at three levels: 
(1) infrastructure and transport means ("hardware"), 
(2) operations and the use of infrastructure (especially terminals), and 
(3) services and regulation (from a modal-based to a mode-independent framework). 
11 .The Commission will take the necessary initiatives where regulatory or legal issues are 
concerned. While respecting the principle of subsidiarity, the Commission will also address areas 
where intermodality depends on coordination at European level (see table 2). 
Table 2: Key actions towards intermodality 
Integrated infrastructure and transport means 
> Intensify intermodal design of the trans-European transport networks 
> Enhance design and functions of intermodal transfer points 
> Harmonise standards for transport means 
Interoperable and interconnected operations 
> Integration of freight freeways in an intermodal context 
> Development of common charging and pricing principles 
> Harmonise competition rules and state aid regimes on an intermodal basis 
Mode-independent services and regulations 
> Harmonisation and standardisation of procedures and EDI 
> Intermodal liability 
> Research and demonstration 
> Benchmarking 
> Intermodal statistics 
12. Together with other policies already proposed by the Commission, the actions proposed in this 
communication are aimed at eliminating the current barriers to the development of intermodal 
door-to-door transport, and thereby promote a greater use of environmentally friendly modes of 
transport with spare capacity. By improving the potential of rail and waterborne transport and by 
offering, where appropriate, effective alternatives to unimodal road journeys, intermodality will 
help to overcome congested road networks. Performance improvements in railways, the full 
internalisation of external costs and the promotion of intermodality are part of an overall strategy 
for sustainable mobility. 
Id 
Chapter 1 The concept of Intermodality 
13. Because of growing freight traffic and an increasing imbalance in the use of the various 
transport modes and infrastructure, the transport system in the European Union is showing signs of 
inefficiency from a socio-economic point of view. Increasingly, freight transport appears as a 
source of environmental and social costs to its citizens. 
14. The "business as usual" scenario, based on modal policies, is unlikely to be able to cope with 
the complexity of today's and tomorrow's mobility requirements in a sustainable manner. An 
overall systems approach is called for. The furthering of intermodality is a promising and 
innovative policy tool which can support an overall transport systems approach aimed at a more 
balanced and efficient use of the available transport capacity (infrastructure, rolling stock, 
handling equipment etc.). 
15. In order to create a common understanding of the concept of intermodality, the Commission 
proposes the following definition of intermodality. Intermodality is a characteristic of a transport 
system, that allows at least two different modes to be used in an integrated manner in a door-to-
door transport chain. 
16. Intermodality is a quality indicator of the level of integration between the different modes: 
more intermodality means more integration and complementarity between modes, which provides 
scope for a more efficient use of the transport system. The economic basis for intermodality is that 
transport modes which display favourable intrinsic economic and operational characteristics 
individually, can be integrated into a door-to-door transport chain in order to improve the overall 
efficiency of the transport system. The integration between modes needs to take place at the levels 
of infrastructure and other hardware (e.g. loading units, vehicles, telecommunications), operations 
and services, as well as the regulatory conditions (see figure 1)). 
The objective is to develop a framework for an optimal integration of 
different modes so as to enable an efficient and cost-effective use of the 
transport system through seamless, customer-oriented door-to-door services 
whilst favouring competition between transport operators 
17. Intermodal policy should provide the framework in which the transport user himself can decide 
the optimal use of the different transport modes. The door-to-door approach of intermodal 
transport will therefore entail a strong consideration of the transport user's requirements. 
2 Intermodal transport can then be understood as the movement of goods whereby at least two different modes are used in a door-to-door 
transport chain. 
The Commission's understanding of intermodality and intermodal transport goes beyond earlier definitions that have been put forward by 
several institutions. The definitions proposed by the European Conference of Ministers of Transport restricts intermodal transport to unitised 
transport, while unitisation is but one possible, though important, means to facilitate the transfer of goods between modes. Regarding combined 
transport the EU uses e.g. in the framework of Directive 92/106 a more restricted definition, aiming to promote only such types that limit road 
use in specified ways. 
Intermodal transport (ECMT): The movement of goods in one and the same loading unit or vehicle which uses successively several modes of 
transport without handling of the goods themselves in changing modes. 
Combined transport (ECMT): Intermodal transport, where the major part of the European journey is by rail, inland waterways or sea and any 
initial and/or final leg carried out by road are as short as possible. 
/e 
18. Intermodality is not bound to certain modes. It is a trading and mobility issue in which rail, 
water, air and road are called on to contribute to the optimisation of the whole, where they are 
supported by advanced information and communication services. On the level of transport 
operations new services, information and communication technologies will improve the utilisation 
of the existing capacities. 
Figure 1: The Intermodal Transport Chain 
The framework: 
Mode-independent regulation 
& services - logistics support 
V 
ÎZ V 
•<—=> The transport chain: Operations & utilisation of infrastructure -*?—>• 
operation on 
one mode mode transfer 
point / node 
Source: CEC 
19. Intermodality clearly is not about forcing a specific modal split. However, by improving the 
connections between all modes of transport and integrating them into a single system, 
intermodality allows a better use to be made of rail, inland watcrborne transport and short sea 
shipping which, by themselves, in many cases do not allow door-to-door delivery. Intermodality 
is, therefore, complementary to other EU transport policies such as liberalisation of transport 
markets, developing the TENs and the promotion of fair and efficient pricing. 
Chapter 2 Logistics: The complexity of demand 
20. Freight transport is a derived demand. It is therefore part of the economic process. The 
requirements of industrial processes have changed drastically during the past 10 years and can be 
characterised by global competition, shorter production processes and product-life-cycles and the 
need to cut costs. The use of just-in-time delivery, customised production and the concentration of 
supply- and distribution centers has led to a close interrelationship of production and distribution 
processes and transport, aimed at high service performance, reduced time-to-markct and lower 
costs. At the same time, competition in global markets has increased the number of players and the 
geographic scope of the supply-and distribution chains. 
21. Efficient logistics have become a crucial factor of competitiveness. 
Logistics can be defined as managing the flow and storage of raw materials, 
work-in process, finished goods and the associated information from the 
point of origin to point of final consumption in accordance with customers 
requirements. In a wider sense it also includes the recovery and disposal of 
waste. 
22. Transport plays a major role in the logistics and service quality of the overall supply and 
distribution chain. Freight transport has to meet increasing quality requirements in terms of 
flexibility, speed and reliability in order to deliver the goods at a precise time and place. This 
includes the movement of goods as well as storage/warehousing functions, packaging or 
customisation. Depending on the type of good, logistics costs can account for up to one third of 
the final market price, although this proportion is often smaller and has generally decreased over 
the last decades. About one quarter of these can be transport-related costs. 
23. Taking into account the complex interaction of sourcing, suppliers, manufacturers, retailers 
and consumers, intermodality will allow the integration of a broad range of transport services in 
the supply- and distribution chains. 
24. Well functioning information and communication flows are indispensible for the management 
of multi-party supply- and distribution chains. They allow pre- and on-trip information exchange, 
including service availability, negotiation procedures, tracking and tracing, information on 
disruptions and the flow of transport documents. Advanced services such as real-time information 
accelerate the information flow and make it more reliable which enhances service quality. 
25. As a result of business strategies which concentrate on core-competences, third party logistics 
services are a growth market. Specialised logistics service providers stem from production 
management, warehousing or transport operations. They are entering the market in greater 
numbers. Their function is to offer sector and customer-tailored solutions for integrating intra-
company flows of material and goods with inter-company transport procedures. Increasingly, they 
will play a major role in defining transport demand requirements on behalf of their industrial 
clients, and explore how transportation can add value to the overall logistics chain. 
Chapter 3 Obstacles to the use of Intermodal Freight Transport 
26. In the current modally-oriented transport system, any change of mode within a journey 
involves a change of system rather than just a technical transshipment. This creates friction costs 
which can make intermodal transport uncompetitive in comparison with unimodal haulage. 
Friction costs are a measurement of the inefficiency of a transport 
operation. 
They are expressed in the form of 
• higher prices, 
• longer journeys, more delays, or less reliability on time, 
• lower availability of quality services, 
• limitations on the type of goods, 
• higher risk of damage to the cargo, 
• more complex administrative procedures. 
27. In order to make intermodal transport attractive for the user, friction costs must be identified, 
quantified, qualified and reduced. 
28. At the same time, logistics services within the intermodal transport chain will need to provide 
added value in order to offset friction costs. The nodes and transfer points in the network should 
be particularly well suited to offering services such as warehousing, information management or 
product customisation. The market must be able to identify and exploit these opportunities, and 
intermodal transport policy must eliminate any bottlenecks which may prevent operators from 
realising such opportunities. 
29. Intermodal transport users incur friction costs because of lack of interconnectivity at three 
levels: 
(1) infrastructure and transport means, 
(2) operations and the use of the infrastructure, especially terminals, and 
(3) modal based services and regulations. 
3.1. Infrastructure and transport means 
30. For a number of high density corridors in Europe, a coherent network of modes and 
interconnections between the modes is lacking. Missing stretches of infrastructure within one 
mode or missing links between modes, however small they might be, can prevent seamless 
intermodal chains. They impose additional transfer and friction costs on operators. Inadequate 
access by rail, road or waterborne transport to existing transfer points can hamper the integration 
of these modes and transfer between modes. They can also prevent an efficient dispersion of large 
volumes into smaller ones, e.g. on intercontinental or long-distance transport. 
31. Because the current system is financed and managed separately for each mode, responsibility 
for strenghtening the links between them is unclear. Moreover, the existence of different forms of 
ownership and charging for the use of infrastructure and terminals docs not facilitate a transparent 
and co-ordinated infrastructure planning at local and regional level, let alone at European level. 
32. Intermodal transport is as strong as the weakest link in the transport chain. Therefore, the lack 
of interoperability within some modes poses significant problems. The obstacles are well 
documented. For example, the different railway signalling systems and loading gauges, and 
different bridge heights along Europe's inland waterways are hindrances. 
33. Technical specifications for transport means are often regulated differently by country and by 
mode, which also raises questions of interoperability. In addition, individual operators have a 
tendency to acquire the rolling stock and/or vehicles which suit their operation and choice of 
loading units. Dealing with a variety of vehicle types for different operators is a source of 
congestion at terminals and causes inefficiency. Different measurements for transport means and 
infrastructure lower the levels of interoperability between different modes as well, for example 
between air and rail cargo. 
34. The wide variation of loading unit dimensions across modes is another factor which reduces 
interoperability between modes. The incompatibility of the transport equipment for road, rail, 
short sea and inland waterway traffic raises transfer and handling costs and necessitates 
cumbersome transshipment techniques. If left unchanged, the growing complexity of the logistics 
3 The obstacles and friction costs have been discussed and to a large extent listed by industry experts within the Task Force Transport 
Intermodality. 
requirements, and the projected growth in international trade, will reinforce the tendency of 
transport units to diverge. The use of specialised loading units will increase the occurrence of 
their empty returns. 
3.2. Operations - The use of the infrastructure 
35. The weakest links in the current intermodal transport system and a major generator of friction 
costs, are the points of transfer between modes. One reason is the lack, or inadequacy of technical 
interoperability between modes and loading units. Another is that present-day terminals, which 
are usually marked by a combination of heavy engineering and manual processes, are not managed 
efficiently with appropriate telematics support. Also, functionalities such as the identification of 
vehicles, loading units and cargo, or the advance information for disposition purposes arc often not 
available on an intermodal basis. In order to minimise the risk of a break in the intermodal chain, 
operators increasingly set up their own dedicated terminals. Although this increases their control, 
it also raises the cost of the door-to-door transport service to the user, particularly when there is no 
optimal utilisation of capacity. 
36. Road, rail, air and waterborne transport are marked by unequal levels of performance and 
service quality. This is due partly to intrinsic differences in their cost structures, but also to 
diverging levels of competition and liberalisation within each mode. The user perceives road 
haulage as the benchmark for freight transport in Europe: it is competitive and dynamic and 
continues to improve service performance and reduce operational costs. Modes where operators 
are confronted with a high threshold for access to their infrastructure tend to involve a 
monopolistic behaviour resulting in a lack of customer-oriented operations and sub-optimal use of 
capacity. Operators, who receive state aid and who are not challenged within a mode may be 
tempted to use the revenues from their dominant position to cross-subsidise their operations in 
another mode, thus distorting competition. 
37. Because operators own their own fleets or even infrastructure, they often tend to stay to one 
mode of transport and disregard better options which may exist on other modes. They do not co­
ordinate their information and marketing activities and in many cases are not fully able to control 
all the operations and activities that take place within the transport chain from door to door. 
38.An added source of friction costs in intermodal transport is the unequal levels of working time 
in each mode. The problem is not only the effective duration of work, but also the lack of 
flexibility for arranging the working time of drivers and crews in ways which will match the 
operations between modes. This is particularly valid for terminals. As an interface between 
modes, terminals are not always able to respect the schedules of trains and ships which operate 24 
hours a day. 
39. Potential intermodal transport users may be discouraged by unnecessary delays in the transport 
chain due to the non-alignment of timetables between modes. A consignment which remains idle 
for several hours, even days, while it is waiting to be transferred to the next mode adds friction 
costs compared to unimodal transport. 
3.3. Modal-based services and regulations 
40. The absence of a systematic network for data interchange along the entire intermodal transport 
chain is a source of high costs and service deficiencies. It has given rise to the progressive growth 
of modal and local systems, and in-house procedures. Existing modal-based information 
transmission systems require users to re-enter similar data at each interface, possibly according to 
different message or EDI standards. The lack of generalised systems for electronic communication 
between the different partners in the intermodal chain prevents sufficient forward and just-in-time 
planning of operations. The absence of systems which enable tracking and tracing during the 
whole journey across modes, does not allow for a quick detection of errors and false routings. 
41. In the event of damage to cargo, it is difficult for intermodal transport users to determine who 
in the transport chain is ultimately responsible for the failure, given that international transport in 
Europe is regulated by different liability conventions for each mode. Operators in one mode have 
a higher degree of liability than those in another mode. The situation is further complicated by the 
special liability regimes that countries still have in Europe for national transport. 
42. The competitiveness of intermodal transport is also being hampered by administrative 
bottlenecks. Transport documents are to a large extent still based on paper and differ according to 
specific modes, as e.g. in maritime, rail, road or air transport. The rules for customs transit 
operations also differ according to the mode. 
43. In order to guarantee that goods will arrive at their destination within the given timeframe, 
intermodal transport requires a full and effective management and control of the door-to-door 
chain. However, users claim that, since most transport operators are modal-based, they are not 
fulfilling this management and control function. This is partly explained by the competitiveness 
and flexibility of road transport in Europe. Another reason is that new intermodal services may 
require more planning than alternative single-mode journeys, inter alia because of the need to 
ensure that sufficient demand is available to support regular services. A further reason is a possible 
lack of awareness of the potential benefits of intermodal transport and a desire of operators to 
optimise the use of their own assets and vehicles. 
3.4. Conclusion 
44. In conclusion, intermodal freight transport in Europe today seems unable to meet the 
increasingly complex logistics requirements of an economy which operates in a competitive and 
global market. Transfers between modes generally create too many friction costs and do not allow 
sufficient scope for offering value added services in the door-to-door chain. A better use of all 
infrastructure across the different modes will therefore become imperative, particularly in view of 
the projected growth of freight transport. 
4 Maritime Transport: Hague - Visby Rules 1968 
Air Transport: Warsaw Convention 1929 
Rail Transport: Convention on the Contract for the International Carriage of Goods by Rail (CIM) 1985 
Road Transport: Convention on the Contract for the International Carriage of Goods by Road (CMR) 1956 
Chapter 4 Europe's Intermodal Freight Transport System: 
Steps towards realisation 
45. The challenge for policy makers is to provide a policy framework for an optimal integration 
between transport modes. Interoperability and interconnectivity will enhance the efficient and 
effective use of transport infrastructure and capacity. This will facilitate customer-oriented door-
to-door transport services which draw on the strengths of each mode. 
The Commission advocates an intermodal transport system which 
encourages co-operation and complementarity between the transport modes 
and which favours competition between transport operators. 
46. The actions described below represent steps which need to be taken to realise a truely 
intermodal transport system in the long term. These actions will require the commitment of 
policy-makers and those involved in the transport market. 
47. The actions can be grouped in four areas: 
A. Integrated infrastructure and transport means 
B. Interoperable and interconnected operations 
C. Mode-independent services and regulations 
D. Horizontal activities 
A. Integrated infrastructure and transport means 
4.1. A coherent infrastructure network at European level 
48. Infrastructure planners and managers in Member States should co-operate more at a European 
level on a cross-modal basis in order to establish coherent infrastructure networks. The definition 
of intermodal links will result in a European network of transfer points, based on criteria which 
take into account the actual and prospective flows of goods, the requirements of the supply- and 
distribution chains, and land-use and environmental constraints. 
49. In the long term, this co-operative strategic approach at European level should lead to an 
intermodal infrastructure network which provides for interoperability as well as interconnectivity 
between the modes (i.e. at a systems level). This approach should assess the potential integration 
of local and regional infrastructure programmes into the European-wide framework. The 
feasibility of reviving available but unused infrastructure at relatively low cost should be discussed 
with the Member States with a view of bridging any missing links. Furthermore, the importance 
of evolving operational and service concepts for the overall transport chain and for the functions of 
transfer points on short- and medium-hauls should be taken into account. 
Action: Revision of the trans-European transport networks 
50. The Community has recognised the need for a network approach to transport infrastructure 
planning6 and has consequently adopted the Guidelines for Trans-European Transport 
Infrastructure Networks (TEN-T)7. The first general revision of the 1996 TEN-T guidelines, 
* A number of European R'I'O actions, such as EUI'RANET (rail) or EUDET (inland waterways) can provide valuable input in this regard. 
6 Article 129b of the EU Treaty, While Paper: "The future development of the common transport policy". 
7 Decision on Community guidelines for the development of the Trans-1 European transport network (Decision Nr 1692/96/EC of 23 July 1996, 
envisaged for 1999, will reinforce the intermodal design of the TENs. The European Commission 
has therefore set up a Multimodal Working (iroup with experts from Ihe Member Slates. This 
group will develop an intermodal outline plan for all modes of transport and will propose criteria 
locating interconnections and terminals. The work will take account of the results of ongoing 
research projects related to intermodal policy and transport concepts. Examples include the 
EMOLITE (Evaluation Model for the Optimal Location of Intermodal Terminals in Europe), IQ 
(Quality Improvement of Intermodal Networks and Terminals) and IMPULSE (Technological 
Improvements in Intermodal Networks and Terminals) projects. 
4.2. Value adding interconnections and nodes 
51. The points of transfer between modes will be the nodes of the intermodal network. Activities 
and services there should add value to the overall transport chain. Some of these nodes will 
become centres of economic activity, integrating regional economic supply and demand potential 
into competitive logistics structures and markets. The establishment of production or product 
customisation facilities, the networking of local supply-chains and the organisation of distribution 
patterns centered around nodal points will take these nodes beyond simple transport-related 
functions. For transport service providers and transport operators, support functions such as the 
possibility of returning (leased) vehicles or loading units for a range of modes could be an 
interesting argument in support of intermodal transport. 
52. New transshipment concepts and enhanced automation can reduce friction costs for users by 
speeding up transfers between modes. They will allow for an efficient dispersion of high density 
transport flows into lower density regional flows. They will also increase the opportunity for 
consolidating transport flows from different origins into common flows on the principal networks. 
Terminals and nodes will function as interfaces between high volume transport corridors and low 
volume regional and local networks. 
Action: Identification of opportunities and elimination of bottlenecks 
for adding value to logistics 
53. The Commission will support a study and finance demonstration projects on the opportunities 
for providing logistics services in the transfer points, and the potential of these services for adding 
value to the overall supply and distribution chain. The study will highlight the requirements for 
integrating transport and logistics, and, in this regard, will assess the economic efficiency of nodes 
and transfer points. The Commission will take appropriate initiatives with the sector, e.g. the 
establishment of Round Tables, to eliminate possible bottlenecks such as restrictive opening hours 
or burdensome administrative procedures. 
4.3. Harmonised standards for loading units 
54. The variety of loading units (such as containers of different sizes, swap-bodies) should be 
assessed according to the requirements of intermodal transport and their users. Harmonisation of 
standards for sizes, weights and other features across modes will facilitate intermodal transfers for 
a high proportion of goods to be transported. New loading units, especially for smaller 
consignments, and flexible transshipment technologies will allow modular capacity planning and 
utilisation. Flexible leasing solutions will enhance innovation and enable transport operators to 
reduce their fixed costs. The more efficient use of loading units in pooling or circulation systems 
will contribute to higher load factors and avoid empty hauls. 
Official Journal, L228, Volume 39, 9 September 1996) 
g 
Part of the Transport programme in the 4th Framework Programme for Research, Technological Development and Demonstration 1994-98 
Action: Steering the process of harmonisation of loading units 
55. Whilst respecting the existing EC-legislation for dimensions for road trucks and buses9, and 
building on the work of different standardisation bodies, the Commission will set up working 
groups with different market sectors to analyse bottlenecks and the opportunities for harmonising 
the standards of loading units across transport modes and industries in Europe. Given the 
importance of global trading practices, harmonised standards will need to be identified and 
developed. They will also need to take account of the impact of vehicle certification on the 
interconnectivity between modes. The conclusions of a study on the impact of different standards 
for rolling stock, vehicles and vessels will be included. The work will result in a definition of best 
practices and strategies for harmonisation efforts. The Commission intends that it should then act 
as a driving force in the relevant standardisation bodies and international organisations. 
B. Interoperable and interconnected operations 
4.4. Intermodal freight operators 
56. Europe's transport market will see intermodal operators compete with each other across modes 
and increase their market-share. In addition to operators specialised in carrying goods on certain 
modes of transport, a new generation of integrated operators will provide transport services on a 
door-to-door basis. These operators will have a neutral view of the different modes. They will try 
to find the most cost-effective combination of modes and services, in such a way that it adds the 
most value to the entire supply chain. Their services will be tailored to the needs of the end-user 
and will include a full control of the operations and management of the information on the goods 
transported from door-to-door. 
57. Management and control of the complete door-to-door chain will be essential. In order to 
achieve this control, the integrated operator will either have to operate the vehicles in which the 
goods are carried (carrier-type) or ensure the control through the effective organisation of the chain 
and management of the relevant information (freight forwarder-type). 
Action: Market analysis aiming at further integration of transport and logistics 
58. The Commission will conduct a survey of the various types of actors in the transport market, 
analysing their size and the type of services they offer or require. The survey will identify the 
obstacles and opportunities that each type of actor faces in order to fulfil intermodal transport 
functions and meet logistics requirements. It will highlight the commercial, technical and 
regulatory areas where there is scope for action by the authorities or the actors involved in the 
market. 
Action: Prolongation of PACT 
59. The PACT programme (Pilot Actions for Combined Transport) supports operators in 
launching market-oriented and innovative projects in the field of combined transport (rail, road, 
inland waterways and coastal shipping). Under the first PACT programme (1992 - 1996), 66 
projects on 33 routes in all Member States were co-financed. The Commission has proposed to 
extend the programme until 2001 and has included Short Sea Shipping as an additional mode. 
9 Directive 96/53, O.J.L. No. 235, 17.09.96 
Commission Decision concerning financial assistance to pilot actions for combined transport 93/45/liEC of 22.12.92, O.J. No. 16,25.01.93, 
and the Proposal for a Council Regulation concerning the grant of Community financial assistance for actions to promote combined goods 
transport, COM(96) 335 final, 24.07.1996, O.J. No. 343, 15.11.1996 
10 
4.5. Open access to infrastructure 
60. The separation of infrastructure management and operations will guarantee open and non­
discriminatory access to the network to new and existing operators." It will include an adequate 
level of transparency as far as infrastructure charges and rules are concerned. 
Action: Integration of rail freight freeways in an intermodal context 
61. The issue of open access to infrastructure for all licensed operators is particularly relevant in 
rail. The Commission proposed the creation of trans-European Rail Freight Freeways, 
characterised by open access and the removal of a wide range of obstacles to international traffic12. 
The idea is being implemented by railway companies, Member States and shippers. The first 
freeways are expected to become operational before the end of the 1997. As the freeways are 
likely to become an important element of the intermodal transport system, the Commission will 
give priority to their development1 . 
4.6. Infrastructure charging and transport pricing 
62. Taxes and charges are currently set in very different ways across different modes of transport 
and there are large differences in the extent to which infrastructure and external costs are 
covered . This causes two problems. First, modal choices are distorted, due to different cost 
coverage ratios and the use of different bases for cost imputation (e.g. average, marginal costs and 
lump sum charge). This leads to inefficiencies in combining different modes in an intermodal 
transport chain. Secondly, the existence of different pricing systems, which have developed along 
purely modal lines, implies that the charges for the constituent parts (e.g. road and rail) are based 
on different and sometimes conflicting principles. It is therefore generally hard to establish the 
price base for the intermodal operations. This is hindering the very development of intermodal 
services. 
Action: Development of common charging and pricing principles. 
63. The Commission will develop common charging and pricing principles for the different 
modes. The development of such a set of principles will obviously have to be gradual and take 
account of the specifics of the various modes. The objective is to evolve existing legislation and 
develop new legislation where required with a view to ensuring a greater degree of homogeneity in 
underlying principles for infrastructure charging. 
4.7. Intermodal transport and competition 
64. Basic principles will have to apply to all transport operators, irrespective of the mode in which 
they operate. This should create a level playing field across Europe for all transport modes. The 
autonomy of the operator will be maintained. Operators undertaking business at their own 
commercial and financial risk should not find themselves unduly disadvantaged by competitors 
who enjoy state aids. 
1 ' For rail transport see Art. 6 and 10 of Dir. 91/440/EEC, Dir. 95/19/EC and Dir. 95/18/EC. 
12 European Commission White Paper: A strategy for revitalising the Community's railways", COM(96) 421 final, 30.07.96, 
and COM(96) 42112 final June 1996 
13 see the Communication on trans-European Rail Freight Freeways [COM(97)242 final] 29.05.1997 
14 see Green Paper on Fair and efficient pricing (COM(95) 691 final) 
11 
65. New rules will need to address the competition between intermodal operators which operate in 
several modes at the same time. A key element will be the scrutiny and regulation of any abuse of 
dominant positions by carriers and operators. Examples of illegal practices by dominant players, 
which carry heavy fines under EC law, include the cross-subsidisation of revenues from operations 
in one mode in order to eliminate competition in another, structural foreclosures of markets, 
predatory pricing and the exploitation of sub-contractors. 
Action: Revision of Regulation 1107/70 with regard to aid in combined transport 
66. The Commission will propose the necessary modifications to update Regulation 1107/7015 
which, among others, covers aid to combined transport. The update will bring the Regulation in 
line with recent developments and take account of the need to improve the competitiveness of 
combined transport. At a later stage the Commission will undertake a general revision of Reg. 
1107/70 in order to create a coherent framework for aid in all inland transport modes. 
Action: Intermodal guidelines for state aid 
67. Furthermore, the Commission will continue to examine several existing state aid regimes in 
transport and assess their potential for distorting the transport market and to ensure that any state 
aids given within one mode do not affect the efficiency of intermodal transport chains. Where 
necessary, it will revise existing state aid regimes. The Commission will also examine the 
possibility of defining guidelines for the provision of state aids to intermodal transport operators, 
for sectors not covered by Regulation 1107/70. 
Action: Application of competition rules to Intermodal Freight Transport 
68. Equally important is the permanent monitoring and regulation of restrictive agreements 
between operators across different modes leading to undue distortion. The Commission is 
increasingly adopting a horizontal approach to the transport market, whereby a transport mode is 
not considered as a specific sector with special needs. It is on this basis for instance that the inland 
rate fixing by liner shipping conferences is reviewed. The report of a Committee of wise men set 
up to advise on the inland rate fixing will be taken into account by the Commission when it 
elaborates this part of its policy . The co-operation agreements between railway companies will 
be reviewed in the same light. On the basis of an assessment of a sufficient number of individual 
cases the Commission will examine the need for guidelines covering intermodal collaboration 
agreements with the view to clarify the application of the competition rules. 
4.8. Co-ordination of intermodal timetables 
69. The co-ordination of timetables across modes, both at European (for long-distance hauls) and 
at regional (for local hauls) level, will be facilitated through an information network which acts as 
a clearing mechanism (electronic forum) where transport operators, infrastructure managers and 
service providers will meet. From a Community point of view such co-ordination will particularly 
be important for cross-border hauls and high-density, fast-flowing corridors where different modes 
contribute to an intermodal chain. 
15 Regulation of the Council: Granting of Aid for Transport by Rail, Road and Inland Waterways, O.J. No. 130, 15.06.70 
16 At this stage there hardly are any convincing arguments that collective inland price fixing is indispensable for the provision of intermodal 
transport services. Accordingly, the Group currently takes the view that there is no reason to grant exemption in respect of collective inland 
price fixing. (Part III: Conclusions and Recommendations of the "Interim Report of the Multimodal Group", Office for Official Publications of 
the European Communities, March 1996 (ISBN 92-827-6964-X)) 
12 
Action: Electronic forum for coordination of timetables 
70. The European Commission, in co-operation with relevant service providers, will promote the 
use of information networks for establishing an electronic forum where operators of transport 
services can meet to align their timetables in an intermodal context. The Commission will act as a 
catalyst in identifying best practices. The service will be mn by third parties. 
C. Mode-independent services and regulations 
4.9. Information and management systems 
71. The use of telematics, combining informatics and telecommunications, will increase the 
importance of customer oriented transport services which provide automated interfaces between 
the order of goods, transport management, invoicing and payments. Open and easy-to-use 
information systems will enhance the widespread use of advanced electronic services. 
72. In order to facilitate the management and control of the transport chain from door to door, the 
information and management systems will cover several modes and will be open to any interested 
service provider through an open systems architecture. The systems will provide the end-user with 
real time information on possibilities for intermodal transport as well as the status of their 
consignments. At the same time, they will enable an optimal co-ordination between operators in 
the same transport chain. The systems will allow a high degree of forward planning and offer 
further opportunities for integrating transport to the management of the full supply chain. 
73. Harmonised communication standards, procedures and transport documents (waybills) on an 
EDI basis will increase the use of electronic transactions in transport. Tracking and tracing of 
cargoes across modes in Europe will be possible by the adoption of standard procedures for 
Automatic Equipment Identification (AEI) and for reading barcodes. The dissemination of 
electronic commerce will provide the platform for the paperless administration of transport 
operations. 
Action: Intermodal real-time electronic information and transaction systems 
74. The Commission is setting up a working group of experts in order to formulate a common 
architecture for intermodal real-time electronic information systems and to identify the obstacles 
which stand in the way of creating such systems. 
75. Information systems should provide for such functionalities as: 
- the provision of information (timetables17, operators and terminals, average prices, 
average transit times,...); 
- booking and reservation of space and services; 
- contracting; 
- tracking and tracing of consignments; and 
- communication between operators in the door-to-door transport chain. 
76. Once the intermodal real-time systems architecture has been established, it should become 
commercially driven and self-supplying. 
77. The Commission will provide recommendations on a legal framework where that may be 
deemed indispensible, on the type of information that is required and possible message formats. 
Hence the importance of the electronic forum for coordination of timetables. 
13 
Action: Information Society technologies to the benefit of intermodal transport 
78. The use of existing information infrastructures fixed or mobile as short range communications^ 
satellites or GSM to determine and communicate the position of consignments can substantially 
enhance the tracking and tracing of cargo across modes. However, despite the readiness of 
technical solutions, the exploitation of the possibilities offered by these technologies is mostly 
limited at this stage to modal-based systems. Therefore, the Commission will continue to support 
research for the creation of interoperable tracking and tracing systems in intermodal transport, 
including a cost-benefit assessment of the use of satellite technology in intermodal transport. 
Together with the relevant market parties, the Commission will define a process architecture 
integrating the positioning, communication and identification functions. The issues covered will 
include standardisation requirements (message formats and type of information transmitted), the 
choice of transmission means (frequencies, bandwidths, and infrastructure) and the system's 
financing on an intermodal basis (cost allocation). The Commission will examine the possibilities 
offered by the guidelines on the trans-European Telecom networks to support the creation of 
intermodal freight logistics services that are interoperable at a European level. 
Action: Paperless transport: Harmonisation of standards 
79. In an effort to disseminate electronic commerce in transport, and to harmonise standards for 
EDI, AEI and barcodes, the European Commission will act as a driving force by bringing together 
representatives from different market sectors and stimulating further efforts for voluntary 
standardisation frameworks for electronic systems. 
80. At present transport documents and procedures differ between modes and operators. The 
transition from paper-based documents to electronic messages, which is currently taking place in a 
number of transport modes, provides a window of opportunity for creating a uniform system for 
electronic transport documents and procedures. In order to establish the appropriate criteria for 
standardisation, the Commission will start a dialogue with relevant parties (industry, operators, 
authorities). This effort will encompass the customs procedures for transit and import/export, in 
the framework of the current computerisation of the Community Transit regime and the 
implementation of the Customs 2000 programme. 
4.10. Liability 
81. The intermodal operators should be able to offer their customers a clear set of transparent 
liability conditions and procedures for any cargo that is damaged or lost in its journey. From the 
end-user's point of view, the liability rules should not be mode-specific and should not distinguish 
between national and international transport. In addition to covering the actual transport of goods, 
these rules will also cover the damage or loss that may result from the performance of a value 
added logistics activity in the intermodal chain, for example warehousing or product customisation 
at the nodal point. 
Action: Promotion of voluntary intermodal liability regime 
82. The Commission has called for a working group of experts to examine the possibility of 
creating an intermodal liability concept. The Commission will support initiatives by those 
IK It will also promote actions for participation by relevant companies in the INK) 2000 programme which can support the creation of intermodal 
information content services. The Commission will also continue to promote standardisation activititcs within CEN TC 278 (Road Traffic and 
Transport Telematics). In particular, emphasis will be given to work on a European Freight and Fleet Management Architecture standard which 
takes account of freight intermodality architecture needs. 
14 
involved in the market to establish voluntary liability rules as part of a door-to-door intermodal 
service. It will play the role of a catalyst in bringing relevant operators, users and insurance 
companies together. In a second phase, the Commission, in close cooperation with the Council, 
will examine how to reopen the discussion on the International Convention on Multimodal 
Transport which was adopted in the UNCTAD framework in 1980. 
P> Horizontal activities 
4.11. Research and innovation 
83. Through targeted projects for research and technological development (RTD), the Commission 
is giving support to the market for innovation in the use of new technologies, the development of 
new services and the improvement of productivity. At this stage in the Fourth Framework 
Programme for RTD (1994 - 1998), the Commission is co-financing more than 25 large-scale 
projects dealing with intermodal network efficiency, transfer points and the use of information and 
communication technologies. Other projects develop new appropriate instruments for decision­
making support in order to link market and policy requirements. The latter projects address legal, 
institutional and economic issues. 
84. In 1995, the Commission set up the Task Force Transport Intermodality with the aim of 
developing a consistent intermodal transport development effort, co-ordinating the different 
relevant RTD programmes at European level and linking research with policy and industry 
needs. Numerous consultations with all intermodal interests have ensured that the Task Force's 
work and the Commission's RTD priorities meet the market's needs.2<) 
Action: Additional Call for Proposals for demonstration projects 
85. The adoption of the Commission's proposal concerning supplementary funding under the 
Fourth Framwork Programme by the European Parliament and the Council will enable the Task 
Force Transport Intermodality to co-finance RTD projects which demonstrate the competitiveness 
of intermodal transport over short and medium distances, the potential contribution of freight 
freeways, and the implementation of new concepts for distributing goods in urban areas. 
Action: Establishment of a research network 
86. In order to enhance the synergy between researchers and the intermodal transport market, the 
Commission has launched the establishment of an open European network of universities and 
research institutes dealing with intermodality, INTERACT. The network will be a forum for 
discussing and planning RTD projects and linking their results to market needs. It will work in 
close connection with the Task Force Transport Intermodality. 
Action: Research in the 5th Framework Programme 
87. In the 5th Framework Programme the Commission has proposed to cover Transport research 
under the two major themes "sustainable growth and development"and "creating a user friendly 
information society". In both themes the issues of promoting intermodal transport will be 
addressed; in the case of the first programme through the key action on sustainable mobility and 
intermodality, in the second through the development of appropriate information society systems 
19 
The relevant programmes are the Transport research programme, Transport telematics, Industrial and materials technologies, the Information 
technologies programme ESPRIT, and the Energy programmes JOULE/TIIERMIE. 
20 
Task Force reports: Diagnosis report from 01/03/1996, Inventory report from 28/02/1996, Progress report from 12/03/1996, Priority report 
from 29/02/1996, Prioritisation of RTD tasks, Reports of the Working Panels from 23/05/1996, Final report from 27/09/1996. 
15 
and applications. Aiming at sustainability it will look at possibilities for enhancing efficiency, 
quality, safety, security and environment-friendliness, and will highlight human aspects. 
Intermodality is, in addition to the developments within the individual modes* a crucial point for 
developing sound solutions for interconnecting networks and nodes to a common European 
transport system which reinforces industrial competitiveness and increases the quality of life of the 
European citizens. Demonstrations will play a prominent role in the programmes in order to show 
the feasibility of innovative solutions. 
4.12. Evaluation and benchmarking 
88. Benchmarking is used by many companies in different sectors in order to measure their output 
against the performance of their competitors. It will also be applied to certain policy areas 2I. 
Action: Development of methodologies for benchmarking in transport policy and intermodality 
89. The Commission will develop appropriate methodologies and criteria for evaluation and 
benchmarking in transport policy. On this "macro-economic" level, the assessment for intermodal 
transport policies will incorporate the needs and expectations of the European citizens, i.e. impact 
on the environment, employment and social and regional development and cohesion. 
90. Benchmarking on "micro-economic" level will focus on the possibility of common standards 
for the quality performance of terminals and transport chains. The Commission has already 
launched a study on benchmarking in the railway sector. 
Action: Establishment of an European Intermodal Reference Center for Freight Transport 
91. In order to identify best practices in intermodal transport the Commission will support, 
together with relevant parties, the establishment of a European Intermodal Reference Centre for 
freight transport. In addition to monitoring trends in intermodal demand and supply, this 
Reference Centre will disseminate best practices in intermodal transport from around Europe and 
raise the awareness of the innovative potential of intermodality. A call for tender will be published 
in the course of 1997. 
4.13. National Round Tables 
92. Competitive intermodal networks require the full participation of all actors in the chain. 
Several actors such as a number of road hauliers, freight forwarders or shippers are traditionally 
working in modally-oriented or segmented transport markets and are not aware of their possible 
function in an intermodal transport chain. A lack of awareness and information often creates 
unnecessary bottlenecks, which can be removed through co-operation between actors at a local 
level. 
Action: Organisation of Round Tables by Member States 
93. The Commission will encourage national authorities to launch a Round Table in each Member 
State. The Round Tables should aim to facilitate the formation of regional or local intermodal 
communities where different industries and public and administrative bodies adopt common 
21 Communication from the Commission to the European Parliament and the Council "Benchmarking the competitiveness of European industry" 
COM(96) 463 final, 09.10.1996 
16 
approaches to intermodality and jointly remove local obstacles. The transfer nodes would appear 
to be the appropriate platform for such intermodal communities to grow. 
4.14. Intermodal freight statistics 
94. In order to improve the basis of transport policy measures in a competitive market, intermodal 
statistics which can provide details on the volume and structure of transport flows are needed. 
Data on the transport modes and loading units used, on the types of goods transported and on other 
quality parameters of transport is required in order to allow a comparison to be made with 
unimodal transport. The organisation of intermodal statistics in some countries shows that shippers 
as well as transport operators can be direct suppliers of relevant data, and that data collection can 
be organised by private organisations on a self-supporting basis. In order to collect the relevant 
information in a cost-effective way, the future system should be based on sample services, 
complemented by information from modal statistics and traffic counts. 
95. The increasing use of electronic data interchange and new technologies such as GPS will 
facilitate the collection of intermodal transport statistics in the future. The promotion of the use of 
EDI techniques for assessing transshipment points and the successive parts of a transport chain 
will be an essential component in the new statistical system to be considered. 
Action: Development of concepts for intermodal statistics 
96. The Commission is currently examining the appropriate concepts for future intermodal 
transport statistics, in order to direct further work on the collection and analysis of data. 
Chapter 5 Intermodality and other policy areas 
97. The inter-relationship between transport policy and other areas of policy making must be 
highlighted clearly. For intermodality, this means further cross-fertilisation and coordination 
between the following areas: 
5.1. The Information Society 
98. As far as the technologies of the Information Society have been introduced in industrial 
production processes they have led to significant changes in the structure and management of the 
supply and distribution chain. Information technologies have become key instruments for the 
management of complex, multi-party cooperation, and thus in logistics. In addition, the continuous 
development of the communication infrastructures in Europe, particularly the mobile networks 
(GSM) and the development of multimedia devices offering easy use and access to the European 
citizen are creating new opportunities. It is necessary that appropriate actions are undertaken to 
exploit these opportunities and new technologies for intermodal operations and to inform and train 
intermodal operators and users. 
99. Electronic services may in certain cases be able to replace physical transport (e.g. in the field 
of printed information, software transfer in concurrent engineering/proto-typing/manufacturing), 
but they also increase it, e.g. the number of trips for delivery, the number of small consignments, 
the dispersion of receivers due to electronic commerce' . 
Communication of the Commission "A European Initiative in Electronic Commerce" COM(97) 157, 16.04.1997 
17 
100. Research is needed in order to estimate and assess the interrelationship of electronic 
commerce, logistics and transport operations and the long-term effects of information and 
communication technologies. 
5.2. Regional development and cohesion 
101. Intermodal infrastructure planning should take account of the interaction between nodes and 
terminals, transport flows, industrial relationships and the size of regional markets on the one 
hand, and the impact on their surrounding regional and local environment on the other hand. 
102. Intermodal transport provides a new opportunity to choose between modes. Taking into 
account the peripheral status of many cohesion countries, intermodal transport can contribute to 
their better integration into the trans-European network. Intermodality is expected to enhance 
cohesion and retain/attract industrial locations, services and employment if regional/local nodes 
integrate the supplier and consumer market into larger structures. Therefore, investment in 
intermodal transfer points and modes is important, e.g. in order better to integrate short-sea 
shipping and/or rail transport. 
103. Research will provide new approaches for the localisation of nodes and terminals and 
improve the knowledge about the interactions between industrial locations and activities, transport 
systems and regional markets. It will therefore facilitate the necessary decisions and contribute to 
evaluation and benchmarking exercises on policy level. 
5.3. The integration of SME's 
104. Small and medium-sized enterprises (SMEs) account for almost 70% of the total EU 
company turnover. Because they are involved mainly in short-distance procurement and 
distribution, they influence the structure of the Community's trade flows. They also play an 
important role in the transport sector. Their needs and opportunities are therefore important in 
defining the intermodal transport system of tomorrow. 
105. In order to retain their competitiveness, specific actions should be considered to prepare 
SME's for the substantial changes they have to face due to intermodality. These actions may lie in 
education, training and information on the market as well as in the application of new 
technologies, providing easy access to information systems and services. 
5.4. Environment 
106. Sustainable mobility in line with environmental objectives is the main objective of the 
Common Transport Policy. As different transport modes have difièrent impacts on the 
environment, for example in terms of their emissions, energy efficiency, noise and land-take, 
promoting the development of more environmentally friendly transport modes in the transport 
market is a major way of improving the transport system's environmental performance as a whole. 
In this light, the decline in the modal share of railways is of special concern. Environmental 
problems caused by road traffic are particularly severe in certain transit regions where a shift to 
rail transport offers an obvious remedy. 
107. The action programme put forward in this communication will promote a shift to railways 
and waterborne transport by reducing friction costs in the transport chain and facilitating modal 
transfers. It is thus part of an overall policy of sustainable mobility. The effectiveness of these and 
of other measures already put forward by the Commission in, inter alia, its Green Paper of Fair 
and Efficient Pricing and in its White Paper on Revitalising the Community's Railways will have 
to be measured not least on whether they will halt and reverse the decrease in the railways' market 
share in Europe. 
Conclusions 
108. Intermodality is an essential component of the European Union's Common Transport Policy 
for sustainable mobility. It provides the policy tool for a systems approach to transport in view of 
integrating the different modes into one coherent transport system which caters for the needs of 
Europe's citizens and industry. 
109. The action programme for intermodal freight transport in Europe is a next step in realising 
the Common Transport Policy. It will require the co-operation of transport operators and users, 
the relevant supply industries, Member States, and regional and local authorities. The main 
challenge will lie with the market, namely to organise seamless and customer-oriented door-to-
door transport services which draw on the strengths of all modes and which make use of all 
transport infrastructure and capacities. 
110. The role of the Commission and the Member States is to define the framework in which the 
market can operate. The rules and conditions must be such that they create a level playing field 
for all operators and that they foster innovation. Limiting new Community legislation to where it 
is most cost-effective, the Commission rather advocates a co-operative approach with all relevant 
interests. It therefore intends to act as a catalyst in these areas where the market does not easily 
solve problems on its own and where a Commission action can bring clear benefits. 
111. The Commission will undertake activities to promote the opportunities for intermodal 
transport and raise the awareness of the relevant bottlenecks to be eliminated. It will increase its 
support to the development of competitive intermodal transport solutions through positive actions 
such as the financing of research and demonstration projects. 
Annex 1 
}^^^KÈ§^^^^^^M^^K Actors involved 
Commission Community 
(Legàlàcts) Member 
/:.:;':States^: Regional/ 
•'•;••• Local'W<;,: 
a0imities ^ Research & 
Development 
* Revision of the trans-European 
transport networks 
* Identification of opportunities and 
elimination of bottlenecks for 
adding value to logistics 
* Steering the process of 
harmonisation of loading units X 
X 
X X 
X X X 
^IHWHMBH^^HHBHHS^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^HI^^^^^^K 
* Market analysis aiming at further 
integration of transport and 
logistics 
* Revision of Regulation 1107/70 
with regard to aid in combined 
transport 
* Electronic forum for coordination 
of timetables X 
X 
X X X 
X X 
Mode4ruiepettd<ïnt aërvfëëé ao<ï r*gwtatïo»$ 
* Intermodal real-time electronic 
information and transaction 
systems 
* Promotion of voluntary 
intermodal liability regime 
* Information Society technologies 
to the benefit of intermodal 
transport 
* Paperless transport: 
Harmonisation of 
message and document standards X 
X 
X 
X X 
X X X 
X 
X 
X X 
X 
X 
Horizontal activities 
* Additional Call for Proposals for 
demonstration projects 
* Establishment of an intermodal 
freight transport research network 
* Research on intermodal freight 
transport in the 5th Framework 
programme 
* Development of methodologies 
for benchmarking in transport 
policy and intermodality 
* Establishment of a European 
Intermodal Reference Center for 
freight transport 
* Development of concepts for 
intermodal freight statistics X 
X 
X 
X 
X 
X X X 
X 
X X 
X X 
X 
X 
X 
X X 
X 
X 
X 
X 
/*? 
Annex 2 
WÊÊ^^^^^^^^^^^ÊÊÊ 
* Prolongation of PACT 
* integration of rail freight freeways 
in an intermodal context 
* Application of competition rules 
to intermodal freight transport 
* Further development of 
Community rules for 
infrastructure charging and 
transport pricing 
* Transport Intermodality Task 
Force 
* Research on intermodal freight 
transport in the Fourth Framework 
Programme Commission 
X 
X 
X 
X 
X 
X Community 
(Legal acts) 
X 
X AcWrs involved 
Member 
States 
X 
X 
X 
X Regional/ 
Local 
authorities 
X Industry 
X 
X 
X Research & 
Development 
X 
X 
fa 

ISSN 0254-1475 
COM(97) 243 final 
DOCUMENTS 
EN 07 02 
Catalogue number : CB-CO-97-261-EN-C 
ISBN 92-78-20758-6 
Office for Official Publications of the European Communities 
L-2985 Luxembourg 
A\