COMMISSION OF THE EUROPEAN CGRA1UNITIES 
COM(93) 394 final 
Brussels, 01 September 1993 
REPORT FROM THE COMMISSION TO THE COUNCIL 
on the application of Council Directive 75/130/EEC 
of 17 February 1975, as last amended by Council 
Directive 91/224/EEC of 27 March 1991 
on the establishment of common rules for certain 
types of combined transport of goods between Member States 
- 2 
A. Introduction 
Council Directive 75/130/EEC of 17 February 1975 on certain types 
of combined transport of goods between Member States established 
common rules designed to free such transport from all 
quantitative restrictions (quotas) and to abolish certain 
administrative formalities (authorizations).* 
However, with the exception of quantitative restrictions, 
national conditions for access to the road transport market 
remained in force until 1 January 1992, when Directive 
91/224/EEC, amending Directive 75/130/EEC, entered into force. 
Article 7 of Directive 75/130/EEC states that the Commission 
should report to the Council on: 
- the economic development of combined transport; 
the application of Community legislation in that field; 
- (where appropriate) new measures to encourage combined 
transport. 
This report has been drawn up in fulfilment of that mandate. 
In compiling the report, the Commission sent a questionnaire to 
the Member States and professional bodies concerned. The report 
covers the application of the Directive from 1987 to 1991. The 
statistical tables were prepared using data covering the years 
1988 to 1990. A copy of the questionnaire is given in Annex 4 to 
this report. The national analyses contained in the report are 
based on the information provided by the Member States in their 
responses, which were received between 28 January and 
28 September 1992. 
B. Community legislation on combined transport 
1. Council Directive 75/130/EEC 
Directive 75/130 has been amended five times.2 The purpose of 
these amendments was: 
- to extend the scope of the measures. Initially confined to 
the transport by rail and road of tractor units, lorries, 
trailers, semi-trailers or their swap bodies, where the road 
journey starts from the nearest appropriate rail station, it 
was gradually extended to cover: 
similar rail/road transport operations for containers of 20 
feet or more (Directive 79/5); 
1 OJ No L 48, 17.2.1975, p.31. 
2 Directive 79/5/EEC of 19 December 1978, OJ No L 5, 9.1.1979, p.33 
Directive 82/3/EEC of 21 December 1981, OJ No L 5, 9.1.1982, p.12 
Directive 82/603/EEC of 28 July 1982, OJ No L 247, 23.8.1982, p.6 
Directive 86/544/EEC of 10 November 1986, OJ No L 320, 15.11.1986,p.33 
Directive 91/224/EEC of 27 March 1991, OJ No L 103, 23.4.1991, p.l 
- 3 -
transport of containers of 20 feet or more by inland 
waterway between Member States, including feeder and final 
delivery transport by road within a radius of 50 km as the 
crow flies from the inland waterway port of shipment or 
unloading (Directive 82/603); 
transport of lorries, trailers, semi-trailers with or 
without tractors and swap bodies by inland waterway and 
road under the same conditions as those specified in the 
previous point (Directive 86/544); 
the transport operations specified in the two previous 
points, but extending the radius of the road haulage leg to 
150 km as the crow flies (Directive 91/224); 
- to create tax incentives to use combined transport by 
authorizing the reimbursement of national road tax on 
vehicles used in combined transport, either at a fixed rate 
or in proportion to the rail journey (Directive 82/603); 
- to relax the criteria for own-account combined transport 
operations (Directives 82/603 and 91/224); 
- to abolish compulsory tariffs on feeder and final delivery 
road haulage legs (Directive 91/224); 
to abolish, from 1 January 1992, authorization procedures 
and quotas for the road haulage legs of international 
combined transport operations, even where the road haulage 
leg does not cross a frontier (Directive 91/224). 
The Commission has recently submitted a proposal to the Council 
for a sixth amendment to this Directive (see point D.l). 
2. Council Regulation (EEC) No 1107/70 of 4 June 19701 
The Community's combined transport legislation also includes a 
Council Regulation authorizing state aid to combined transport 
under certain conditions. As amended by Council Regulation (EEC) 
No 1658/82 of 10 June 1982, this was extended to aid for combined 
transport infrastructure and for the fixed and moveable 
facilities necessary for transshipment.2 Council Regulation 
(EEC) No 1100/89 of 27 April 1989 also authorized state aid for 
combined transport operating costs "insofar as intra-Community 
transit traffic through the territories of third countries is 
involved."^ The Commission regularly prepares reports on the 
implementation of these Regulations on combined transport, the 
most recent of which featured in document COM(92) 230 
(10 June 1989).4 
1 OJ No L 130, 15.6.1970, p.l. 
2 OJ No L 184, 29.6.1982, p.l. 
3 OJ No L 116, 28.4.1989, p.24. 
4 of 10 June 1989. 
- 4 
3. Application of Community legislation 
(a) Transposai into national legislation 
Under Article 2 of Directive 91/224/EEC, the Member States 
are required to comply with that Directive by 1 January 
1992. By 1 October 1992, seven Member States had forwarded 
national transposai measures. Of these seven, one 
(Luxembourg) did not require any legal transposai, as the 
provisions of the Directive were already applied in that 
country; four (D, E, F, NL) had transposed the legislation 
correctly; while two (B, DK) had forwarded incomplete or 
incorrect measures. The Commission is continuing to press 
for the regularization of this situation, and has served 
official notice to the Member States that have failed to 
transpose the legislation, or have done so incorrectly. 
(b) Failure to apply the provisions of the Directive 
Following a complaint made by a road transport company, the 
Commission observed that, in contravention of Article 2 of 
Directive 75/130, Italy had imposed quotas on the 
authorizations issued to vehicles used exclusively for road 
transport on feeder or final delivery legs in combined 
transport operations in Italy, even where the vehicles 
concerned were registered in Italy. The Commission brought 
an action at the Court of Justice, which on 7 May 1992 
delivered a judgment in favour of the Commission, finding 
against Italy. 
(c) Application of the Directive's tax-related provisions 
Directive 82/603/EEC set up a system of tax incentives to 
promote the use of combined transport. Under Article 8, the 
Member States are permitted to reduce or reimburse certain 
taxes on road vehicles used for combined transport 
operations, either "by a standard amount or in proportion 
to the journeys that such vehicles undertake by rail" in 
the Member States in which they are registered. Article 8 
also authorizes Member States to extend tax reductions or 
reimbursements to take account of part or all of rail 
mileage outside their territory. 
In 1990 the Commission presented a proposal for amendments 
to Directive 75/130, one of which involved making these 
reductions compulsory for the entire rail leg. The Council 
did not adopt this measure. 
Of the eleven Member States that replied to the question on 
the application of the tax-related provisions of Directive 
82/603/EEC, six (DK, E, GR, IRL, L, UK) do not make 
reimbursements. 
COM(90) 564 
- 5 -
In Belgium, reimbursement has virtually no impact, as 
distances covered by rail are minimal. The same goes for 
the Netherlands, which does make reimbursement payments, 
but to little effect. 
Italy reimburses road tax and regional surtaxes to vehicles 
using rail. 
France has since 1971 granted reductions on axle tax for 
road hauliers using combined rail/road transport. These 
amount to 75% of the tax fixed for the haulage zone. 
Germany has since 1979 granted tax reductions for road 
vehicles equivalent to those provided for in Directive 
82/603. These amount to an annual total of DEM 12 million. 
Tax exemptions have been extended to cover combined 
transport using inland waterways. 
- 6 -
C. ANALYSIS OF THE SECTOR 
1. Statistical trends 
Piggybacking (semi-trailers and swap bodies) 
Combined road/rail transport operations by members of the 
International Road/Rail Combined Transport Union (UIRR) 
quadrupled in twelve years, rising from 4.6 billion t/km in 1978 
to 18.7 billion t/km in 1990.x 
The figures provided by the twelve piggybacking companies who are 
UIRR members are given in the tables below. They illustrate the 
development of combined transport at national and international 
level, and in its different forms, broken down into semi­
trailers, swap bodies and road trains. 
The figures featured in this report cover the period 1987-1990. 
Table 1 shows overall traffic levels (domestic and international) 
in each of the four years concerned. To give an idea of medium-
term trends, these figures are compared with those of 1980. 
Growth indexes are also given, taking 1977 as 100. 
The figures given in Table 1 incorporate the proportion of total 
traffic on the European networks accounted for by international 
traffic. The share of total gross tonnage accounted for by 
international piggybacking operations rose from 19% in 1977, to 
23% in 1980, to 39% in 1986, to 50% in 1990. Expressed in t/km, 
international piggybacking was at the same level as domestic 
traffic in 1986, but by 1989 accounted for 58% of the total. This 
demonstrates that international traffic has grown at a faster 
rate than domestic traffic over the past few years. These figures 
should be compared with the share of international rail freight, 
which in 1988 accounted for 20% of the total goods transported by 
rail. 
Table 2 illustrates the development of national and international 
combined rail/road transport broken down by the different methods 
used, and expressed in terms of the number of consignments 
registered by European piggybacking companies. 
This analysis shows that: 
piggybacking continues to grow at a faster rate than inland 
transport as a whole. This is primarily due to international 
transport, and the rate of growth remained extremely high 
throughout the EEC, over the whole period under consideration; 
Source: UIRR, annual report 1991 
- 7 -
- the growth rate of semi-trailer transport remains lower 
than that of swap body and truck-on-train transport, with 
domestic traffic falling by 10% and international traffic by 5% 
in 1989. There is also a differential of about 10% between semi­
trailer transport at international and domestic levels; 
the truck-on-train method is growing strongly at 
international level, achieving a market share of 32% in 1990. 
International truck-on-train transport currently has a higher 
growth rate than other piggybacking methods, a trend which can be 
explained by the large proportion of transalpine traffic 
accounted for by this method owing to restrictions placed on road 
transport by Austria and Switzerland. 
Containers1 
The figures given in the tables below show the development of the 
container transport business run by Intercontainer, an 
association of made up of 25 European rail companies. 
Consequently, these figures cover more than just Community 
territory. The Commission does not have access to statistics on 
container transport by rail carried out by other operators. 
Table 3 shows traffic levels expressed in thousand TEU for the 
years 1980-90. The figures show that the tonnage transported has 
increased constantly, with a higher growth rate registered in 
1989. 
In 1989 container traffic broke through the million TEU threshold 
for the first time since Intercontainer was set up. Empty trips 
rose by 18.9%, while full loads increased by 13.9%. The shares of 
full loads and empty trips have remained constant over time, at 
75.2% and 24.8% respectively. 
The average distance covered by TEU was 880 km in 1990. 
Source: Intercontainer, 1991 
8 -
Table 1: Overall rail/road traffic 
swap bodies and semi-trailers (EEC) 
1980 1987 1988 1989 1990 
Gross weight 
(thousand tonnes) 9 871 
international traffic 2 304 
Annual growth (%) +18 
international traffic + 15 
Index (1977 = 100) 167 
international traffic 207 
tkm (million) 6 010 
international traffic 2 153 
Annual growth (%) +16 
international traffic + 16 
Index (1977 = 100) 171 
international traffic 199 17 113 
7 453 
- 6 
+ 9 
290 
670 
12 242 
6 562 
+ 5 
+13 
349 
608 19 945 18 530 22 817 
9 173 8 618 11 062 
+ 17 
+ 23 
338 
824 - 7 
- 6 
314 
774 + 19 
+ 22 
387 
993 
14 184 13 672 16 692 
7 776 7 601 9 723 
+ 16 
+ 19 
404 
720 - 4 
- 2 
389 
704 + 18 
+ 22 
475 
900 
Table 2: Development of combined rail/road traffic (EEC) 
swap bodies and semi-trailers (number of consignments) 
(a) domestic traffic (thousand tonnes) 
1980 % 1987 % 1988 
Semi-trailers 111 33 100 19 103 
Swap bodies 217 6 394 74 401 
Truck-on-train 2 1 40 7 38 % 
19 
74 
7 1989 
92 
411 
38 % 
17 
76 
7 1990 % 
116 21 
404 73 
33 6 
TOTAL 330 100 534 100 542 100 541 100 553 100 
Annual growth +12 +4 +2 -0.2 
Index 
(1977 = 100) 141 227 230 229 
(b) international traffic (thousand tonnes) 
1980 % 1987 % 1988 % 1989 
Semi-trailers 68 69 65 
Swap bodies 23 23 102 
Truck-on-train 8 8 50 
TOTAL 99 100 217 
Annual growth +12 + 8 
Index 
(1977 = 100) 195 564 30 73 
47 123 
23 66 
100 262 
+ 21 
681 28 69 
47 149 
25 81 
100 299 
+ 14 
777 + 2 
234 
% 1990 % 
23 70 19 
50 180 49 
27 117 32 
100 367 100 
+ 23 
954 
- 9 -
Table 3: Development of international container traffic (25 countries) 
Year thousand TEU Growth 
1980 
1981 
1982 
1983 
1984 
1985 
1986 
1987 
1988 
1989 
1990 812 
784 
719 
761 
825 
905 
887 
925 
974 
120 
147 - 3 
- 8 
+ 6 
+ 8 
+10 
- 2 
+ 4 
+ 5 
+15 
+ 2 
Table 4: Proportion of goods transport accounted for by sea/land 
containers 
(25 countries) 
Sea traffic 
thousand TEU 
% Continental traffic 
thousand TEU % UK & Ireland 
thousand TEU 
1980 
1987 
1988 
1989 
1990 492 
496 
494 
611 
661 57 
55 
52 
55 
58 340 
380 
429 
463 
447 39 
42 
45 
42 
39 33 
31 
36 
32 
26 
- 10 -
Market organization 
Until recently, combined transport worked as follows: national 
rail companies would sell space on trains to combined transport 
companies, who would organize terminal-to-terminal services and 
act as intermediaries between the rail networks and the shippers 
or road hauliers. 
The combined transport companies currently in business have 
formed an association, the International Road/Rail Combined 
Transport Union (UIRR). The Community's national rail networks 
have joined with the Swiss and Austrian networks to form the 
Community of European Railways (CCFE). UIRR and CCFE have in turn 
combined to form a joint body known as InterUnit. 
In 1990 the Commission opened an enquiry into the application of 
the Treaty's competition rules in this sector. At the time of 
writing, * this procedure had not yet been completed, but had 
already revealed evidence of market-sharing cartelism by type of 
transport, with Intercontainer controlling international 
container and swap body transport, the piggyback companies 
controlling domestic and international semi-trailer and swap body 
transport, and national container companies such as CNC 
controlling domestic container and swap body transport. 
These practices have now disappeared, and combined transport 
operators are now free to carry out all types of transport 
operations. 
In a parallel development, on 29 July 1991 the Council adopted 
Directive 91/440/EEC,2 which authorizes companies, under certain 
conditions,-* to use national rail networks to carry out combined 
transport operations. This rail policy measure is designed to 
give fresh impetus to the development of combined transport. 
The last two years have seen the creation of new combined 
transport companies which have already joined the UIRR or have 
applied for membership. The new companies are: Combilux 
(Luxembourg), Combined Transport Limited (CTL - UK), Combiberia 
(Spain and Portugal) and Portiff (Portugal). 
1 31 August 1992 
2 OJ No L 237, 24.8.1991, p. 25 
3 Their principal activity must be rail transport, and they must 
provide the rail traction 
- 11 -
3. Status of the network 
Numerous lines have been added and new terminals opened. The list 
of new links is given in Annex 2, as are planned improvements to 
infrastructure and other projects for the years ahead (Annex 3). 
Overall, the network appears to be in satisfactory shape, despite 
the continuing presence of a few problem areas. Annexes 2 and 3 
cover only combined transport lines as defined in the latest 
version of Directive 75/130. Sea/road links are not included. 
One development worth noting is a new method for the 
rationalization of traffic flow management by setting up "hubs", 
particularly in France and the Benelux. A similar development has 
seen the construction of "interports" in Italy, centres bringing 
together road and rail operations with customs and related 
services, and of "freight villages" in the UK and 
"Guterverkehrszentren" in Germany. 
4. Combined transport, including inland waterways 
(a) General analysis 
Container transport by inland waterway is taking off in Europe, 
growing at a rate that continues to outstrip predictions. The 
aggregated statistics supplied by German, French, Dutch and 
Belgian ports indicate that in 1989 European container traffic 
totalled almost 730 000 TEU. 
Inland waterways' export market share rose from 16% in 1984 to 
29% in 1990, and in terms of imports (i.e. going down the Rhine), 
rose from 18% to 39% over the same period. 
While the lion's share of container traffic through the port of 
Rotterdam is accounted for by road haulage, inland waterways also 
play a substantial role, accounting for 38% by weight of feeder 
traffic, and nearly 29% of dispersal traffic. Total container 
traffic to or from Rotterdam's hinterland rose only 10%, from 
9.89 to 10.92 million tonnes, while inland waterway traffic 
increased by more than 50%, from 2.38 to 3.72 million tonnes. 
Waterways play an important part in traffic between Rotterdam and 
Antwerp, in terms of both moving containers into loading bays and 
positioning the boxes. This is why waterways constitute the most 
popular transport mode (46%) in trade between Rotterdam and 
Belgium, primarily owing to the excellent Scheldt-Rhine link, 
where the inland waterway route is more heavily used than the 
road in exchange traffic between Antwerp and Rotterdam. 
The navigability of the Rhine, round-the-clock navigation, the 
spirit of enterprise, freedom of navigation and the considerable 
potential capacity of the ports of Antwerp and Rotterdam have all 
helped achieve a breakthrough in container traffic on the Rhine 
since 1977, reaching 230 000 containers by 1986 and probably 
rising to 500 000 per annum by 2000. The river now boasts 33 
container terminals. 
- 12 -
(b) Country-by-country analysis 
Of the nine Member States replying to this question, four (DK, 
GR, IRL and UK) have very little or nothing in the way of inland 
waterways. In Denmark, the main associated mode of transport is 
road, with a share of 90%. The Danish ports concerned are 
Copenhagen, Ârhus, Âlborg and Esbjerg. 
In Luxembourg, although container transport has had a degree of 
success on the Rhine, it has remained virtually non-existent on 
the Moselle. The lack of sufficient headroom under the bridges 
means that boats cannot carry full loads, and most of the river's 
ports are inadequately equipped, or entirely unequipped, to 
handle containers. An efficient, cost-effective management system 
would provide a rapid and regular turnover of containers to and 
from sea ports, but this sector is currently too underdeveloped 
in Luxembourg to launch a combined transport (rail/water or 
road/water) operation and, as things stand, waterway transport 
cannot compete with the prices charged for road transport. 
In Belgium there are regular services between Antwerp and 
Rotterdam, and between the country's river ports - such as Liège, 
Antwerp and Avelgem - and terminals on the Rhine. A new container 
terminal is being built at Meerhout, on the Albert Canal. 
However, the only Belgian river port equipped for transshipment 
to rail is the Renory station (Liège). Most Belgian river traffic 
links up with sea or road routes. 
In the Netherlands, the bulk of the traffic is concentrated on 
the Rhine, going from Rotterdam to Germany, France and 
Switzerland, and on the Rotterdam-Antwerp link. Two river ports, 
Nijmegen and Born (in Limburg) are equipped for transshipment to 
rail, and a third such facility is under consideration in the 
north of the country. 
In Germany, around 2.6 million tonnes, or 1% of total inland 
waterway traffic, involves combined transport operations. Most of 
this traffic is between Germany and the Netherlands. The major 
river ports with combined transport transshipment facilities are 
Karlsruhe, Worth, Gemersheim, Ludwigshafen, Mannheim, 
Grinsheim - Gustavburg, Frankfurt, Mainz, Koblenz, Kôln-Niehl, 
Dormagen, Neuss, Diisseldorf, Duisburg and Emmerich. Two further 
ports are under construction - or are scheduled for construction 
- in the new Lander, at Magdeburg and Dresden. 
- 13 -
Five French river ports - Strasbourg, Lyon, Paris-Gennevilliers, 
Chalon-sur-Saône and Lille - are equipped for transshipment to 
rail, but road transport accounts for 99% of combined transport 
links with inland waterways. In 1991, some 2 600 TEU were 
transported via the Rhône thanks to Aproport, an association of 
the Saône ports Chalon, Mâcon and Villefranche which manages 
container terminals belonging to the Compagnie Nationale des 
Conteneurs (CNC - a French container company), river shippers 
Delta Shipping, and the Autonomous Port of Marseille (in its 
capacity as operator of the FOS terminal). This has led to the 
creation of a river container line (DELTA-BOX), which provides 
the equivalent of a complete train service to and from FOB. 
River traffic through the Lille terminal only started in 1991, 
with a weekly two-way container service to Rotterdam using two 
boats with a capacity of 52-54 containers. With the addition of 
two more boats, this line should transport more than 3 500 TEU in 
1992. 
- 14 -
D. Other joint measures to promote combined transport 
1. At Community level 
When the amendments were made to the Community legislation, 
following a resolution adopted by the Council on 30 October 1990, 
the Commission set up a high-level working party comprising 
representatives of the Member States and professional bodies 
involved in combined transport. With the help of this group, the 
Commission drew up a communication to the Council (COM(92) 230) 
on the creation of a European combined transport network and its 
operating conditions. 
This document, which lays the foundations for a joint intermodal 
transport policy, incorporates three proposals for legal 
documents: 
a proposal for a Council Decision concerning the 
establishment of a combined transport network in the 
Community, which also addresses the issue of the financial 
resources required for such a project; 
a proposal for a Council Directive amending Directive 
75/130/EEC in order to include sea journeys linked to road 
journeys, subject to the same limits as those applied to 
road journeys linked to transport by inland waterways; 
- a proposal for a Council Regulation amending Regulation 
(EEC) No 1107/70 to extend its validity until 31 December 
1995, and to extend the scope of the exemptions to cover 
aid for equipment specifically intended for combined 
transport and specifically used in combined transport. 
Of the twelve Member States, only three put forward proposals for 
the extension or amendment of the Community rules: Belgium would 
like them simplified, Ireland calls for a clarification of the 
situation as regards the different cargo unit systems used by the 
different bodies (EC, ISO and UIC), and Greece would like sea 
shipping to be included in combined transport. 
2. At national level 
Of the ten Member States replying to this question, it would 
appear that eight (B, DK, E, GR, IT, IRL, P, UK) provide no 
incentives to use combined transport by loosening the regulations 
covering feeder or final delivery road legs in combined transport 
operations. In France, on the other hand, exemptions are granted 
up to 44 tonnes, while Germany does the same for ISO-standardized 
sea containers. Germany also grants exemptions to the regulations 
banning traffic on Sundays and holiday weekends. 
Germany 
Rail ANNEX 1: New links 1988-90 
Ludwigsburg Hagen/Ingolstadt/Coevorden (NL) Verona (I) 
Bochum/Puttgarden/Scandinavia 
Neu Ulm/Singen/Milano Certosa with a connection to 
Kôln/Melzo/Milano Certosa and Gallarate 
Chiasso/Frankfurt 
Pomezia/Basel/Frankfurt 
Busto/Mannheim 
Chiasso/Basel/Frankfurt 
Luino/Frankfurt 
Frankfurt/Mannheim/Basel/Busto 
An increasing number of the existing 3 000 links are being 
restructured to offer services more in line with demand. 
Inland waterways 
Increased regular and daily services to Rotterdam and 
Antwerp 
Belgium 
To: Novara 
Oleggio 
Mâcon 
Basel 
Vienna 
Spain via Port-Bou 
Denmark 
No change 
France 
By train 
transport plan revised, including: 
. daily Avignon-Paris link 
. daily Marseille-Avignon-Lille link 
. weekly Strasbourg-Dunkerque link 
By boat 
Fos-Chalon/Saône 
/<* 
Greece 
No change 
Italy 
New Alpine transit links: 
via Domodossola 
via Luino 
via Chiasso 
via Brenner 
via Modane 
United Kingdom 
Melton Mowbray (Leicestershire) - Cricklewood (London) 
NB: If these links were set up in 1991, they are included again in 
Annex 3 with the indication (1991). 
ANNEX 2 
Rail infrastructure improvements 
Germany 
Construction of new terminals: 
Hamburg-Billwerder 
Duisburg-Ruhrort Hafen 
Stuttgart-Hafen 
Munchen-Riem 
Upgrading of existing terminals: 
Bielefeld Ost 
Kôln Eifeltor 
Wuppertal-Langerfeld 
Mannheim Hbf 
Ingolstadt Nord 
Belgium 
Completed projects: 
Increasing the loading gauge of the Botselaar tunnel on the 
Belgium-Germany border. Tunnel opened in June 1991. 
Projects under way: 
Extending the B + gauge and 22.5 tonne axle loads (D4) to 
the whole network. 
Projects planned: 
Increasing the loading gauge of the Veurs tunnel. 
Denmark 
No change 
France 
Gauge adjustment: 
Khel Cerbère 
Benelux Italie 
Paris Le Havre 
Hendaye Ventimiglia 
Paris Bordeaux 
Paris Marseille 
-\s -
Transshipment stations 
(a) Completed: 
Paris la Chapelle 
Valenton Cour IV 
Avignon Novatrans 
(b) Under construction: 
Lille 
Avignon CNC 
Toulouse CNC 
Rungis 
Valenton II (PTP) 
Improved access 
Valenton, western approach 
Toulouse 
Avignon 
Projects planned (sites) 
Cognac 
Strasbourg 
Perpignan 
Greece 
Electrification of the Thessaloniki-Idomeni line 
Twin track and gauge adjustment on the Larissa-Plati line 
Italy 
Gauge adjustment: 
Border-Chiasso 
Border-Modane 
Simplon 
Brenner 
Border-Tarvisio 
Adriatic line 
Udine-Trieste 
-19 -
Transshipment terminals 
Verona Quadrante Europa 
Padova 
Pescara 
Cosenza 
Cagliari 
Sassari 
Bari Feruccio 
Brindisi 
Milano Certosa 
Milano Farini 
Netherlands 
Completed projects 
Maasvlakte railway line (west of Rotterdam) 
railway line towards Axel (Zeeland province) 
Projects under way 
Venlo terminal (Limburg province) 
Upgrading of several lines to D4 load capacity 
Improvements to the Rotterdam facilities 
Projects planned over the next five years 
Waalhaven rail centre (Rotterdam) 
twin track on the Europoort-Maasvlakte line 
electrification of the Barendrecht line 
Lombardijen (south-east of Rotterdam) 
Lombardijen and Utrecht passages 
construction of the Betuwe line, from Rotterdam to Germany 
Portugal 
Terminal facilities in Lisbon (Beirolas) and Porto (Leixôes) 
ïo 
ANNEX 3: future developments 
Germany 
Rail 
- development of the "hub" concept to improve quality of service 
- introduction of direct high-speed (120 km/h) and heavy-load 
(1 600 tonne) trains 
- construction of new terminals: 
Hamburg-Eurokai 
Heme 
Dvisseldorf-Eller 
Koblenz 
Beisifôrth 
Karlsruhe 
Basel 
Kornwestheim 
Muhldorf 
Neu Ulm 
Augsburg-Oberhausen 
Upgrading of existing terminals 
Bremerhaven CT III 
Bremen Roland 
Braunschweig 
Hagen Hbf 
Frankfurt (Main) Ost 
Mainz-Bischofsheim 
Basel Bad Hbf 
Freiburg 
Landshut 
Nurnberg 
Inland waterways 
Ro-ro service on the Danube between Passau and Bulgaria 
(Vidin) 
Construction or upgrading of terminals in the new Lander 
Berlin 
Chemnitz/Zwickau 
Dresden 
Erfurt 
Halle Leipzig 
Magdeburg 
Cottbus 
Rostock 
-21-
Belgium 
Rail 
Reorganization of rail/road transport between Belgium and 
Italy, centralizing feeder and dispersal traffic via 
Schaerbeek 
Reorganization of container transport between Benelux and 
Italy, centralizing feeder and dispersal traffic via 
Hagondange (NE France) 
Moving the CAST terminal from Antwerp to Zeebrugge 
Increasing the capacity of the Antwerp-Schijnpoort terminal 
Inland waterways 
Construction of a container terminal on the Albert Canal at 
Meorhout 
Denmark 
New studies on Scandinavian transport links and new transshipment 
centres 
France 
New links 
Study of a day A/day B feeder system involving 30 terminals 
and a hub, and of the complete train technique 
New centres 
Study concerning a terminal in the Paris region (near 
Roissy) 
Extension or relocation of terminal facilities at Lille, 
Toulouse, Perpignan, Strasbourg, Bordeaux, Lyon, Avignon, 
Marseille and Nancy 
Greece 
Lines 
Patras/Athens/Thessaloniki (broader gauge) 
Igoumenitsa/Thessaloniki/Turkish border 
Terminals 
Construction of a new container terminal at Thriassion 
Pedion 
- xx-
Italy 
1992-93 
Lines: Rotterdam-Milano 
Milano-Schaerbeek (B) 
Antwerp-Pomezia 
Bologna-Le Havre 
Terminals: Milano Segrate 
Milano Smistamento 
Novara Boschetto 
Pomezia S.P. 
Medium term 
Feasibility study on using the Gioia Tauro port for cargoes 
originally transported by sea and bound for: 
- Italy (Rome, Pomezia) 
- Switzerland (Basel) 
- Germany (Munich, Frankfurt, Hamburg) 
- Austria 
- France (Fos, Paris) 
- UK (Felixstowe and/or any other destination) 
- Scandinavia 
- Benelux 
Netherlands 
- Rotterdam-Germersheim (1991) 
- Rotterdam-Smistamento (1991) 
- Construction of new terminals 
Portugal 
- new terminals at Lisbon, Porto and Setubal 
- new link between the Pampilhosa and Entroncamento areas 
United Kingdom 
Lines 
East coast to Wakefield and Teeside 
West coast to Cardiff 
coastal line to Birmingham, Manchester, Liverpool and 
Glasgow 
Terminals to handle freight traffic from the Channel tunnel 
Scotland North West Yorkshire/Humberside 
Mossend (Lanarkshire) Trafford Park (Manchester) Wakefield 
Seaforth Docks (Liverpool) 
Midlands London Wales/South West North East 
Birmingham Willesden Cardiff* Wilton (Teeside) 
Stratford 
Another terminal, at Avonmouth near Bristol, is under 
consideration 
Annex 4 
QUESTIONNAIRE 
on the development of combined transport 
(1988 to 1990) 
1. What developments were there between 1988 and 1990 compared with 
1985 in: 
road/rail carriage, distinguishing between: 
* carriage using the truck-on-train system 
* other carriage of road vehicles; 
- carriage of "swap bodies" by road/rail; 
carriage of containers of 20 feet or more by road/rail; 
carriage of containers of 20 feet or more by inland waterway; 
- roll-on/roll-off carriage by inland waterway, 
distinguishing between domestic and international carriage (by 
country)? 
(See also the annexed table). 
2. Which traffic links are served: 
a) by special trains, indication the number per week and the 
interval between them; 
b) by barges, indicating the number and the interval between 
them? 
3. What new links were created between 1988 and 1990? 
4. a) What has been the impact on the development of combined 
transport of the application, from 1 January 1985, of 
measures to reduce or reimburse the tax on road vehicles 
for the use of the railways? 
b) What was the average amount reimbursed to hauliers and the 
overall amount per annum over the period under review? 
c) What is the reimbursement procedure to be followed by 
hauliers? 
- 2H-
5. What is the outlook for 
a) the creation of new traffic links to be served by combined 
transport and new transshipment centres and ports; 
b) developments in the field of railway rolling stock, the 
construction of special barges, and of haulage units for 
transshipment? 
6. Where railway infrastructure is concerned, in particular the 
corner height in tunnels, which projects have been completed, 
started or planned? 
7. Which conditions must a haulage company satisfy in order to carry 
out a journey by road as part of a combined transport operation 
(domestic or international)? 
Are such journeys by road subject to compulsory or recommended 
tariffs? 
Are there any exceptions in national regulations which offer 
advantages to combined transport with respect to: 
weights and dimensions of road vehicles; 
bans on night-time and weekend driving; 
- social and working conditions? 
8. What are the possibilities and grounds for extending the current 
Community rules with a view to fostering combined transport? 
9. What problems arise for the carriage in question in traffic with 
and through non-Community countries? 
10. What important developments have there been in transport by 
inland waterway? 
a) Give the volume transported (tonnes or TEU), size of 
traffic (tkm or TEU x km) and market share (in %) of 
combined transport in the inland waterway transport market. 
tons or TEU (in 19..) 
tkm or TEU x km 
% (= combined transport as part of inland 
waterway market) 
b) Do such figures exist for certain waterways (Rhine, Rhone, 
canals, etc.) or traffic routes? If so, please supply 
them. 
c) Which inland ports have transshipment facilities for 
combined transport and a link to the road and/or rail 
network? 
d) Which is the main transport mode linked to the inland 
waterways and in what proportion? 
road : % 
rail: % 
road and rail: % 
other (e.g. link to a seaport): % 
e) What are the main obstacles to the development of combined 
transport on inland waterways? 
f) Are there direct or indirect support measures to help 
combined inland waterway transport (financing, regulations, 
public support from regional or local authorities, 
infrastructure aid, etc.)? 
11. Please give information which might be included in the 
Commission's report to the Council and contribute to discussion 
in Community bodies. 
lio 
Annex 5 
Recipients of the questionnaire 
International Union of Combined Road-Rail Transport Companies 
International Road Transport Union 
Liaison Committee for Professional Carriers of the European 
Communities 
Liaison Committee for Own-Account Transport in the European 
Communities 
Secretary-General of the Community of European Railways 
Intercontainer, the International Union for Transport by 
Transcontainer 
European Liaison Committee of Common Market Forwarders 
Union of Industries of the European Community 
Permanent Conference of Chambers of Commerce and Industry of the 
European Community 
International Union for Inland Navigation 
Central Commission for the Navigation of the Rhine 
European Organization of Barge Owners and Operators 
i> ISSN 0254-1475 
COM(93) 394 final 
DOCUMENTS 
EN 07 
Catalogue number : CB-CO-93-428-EN-C 
ISBN 92-77-58704-0 
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