Opinion of the European Economic and Social Committee on the Communication from the Commission to the Council, the European Parliament, the European Economic and Social Committee and the Committee of the Regions — Freight Transport Logistics in Europe — the key to sustainable mobility COM(2006) 336 final
Date: 2007-04-26
Institutions: European Economic and Social Committee
Subjects: ESC opinion, carriage of goods, combined transport, environmental protection, sustainable development, transport infrastructure, transport network, transport policy

20.7.2007

EN

Official Journal of the European Union

C 168/63

Opinion of the European Economic and Social Committee on the Communication from the
Commission to the Council,
the European Economic and Social
Committee and the Committee of the Regions — Freight Transport Logistics in Europe — the key
to sustainable mobility

the European Parliament,

COM(2006) 336 final

(2007/C 168/13)

On 28 June 2006, the European Commission decided to consult the European Economic and Social
Committee, under Article 262 of the Treaty establishing the European Community, on the above-mentioned
proposal.

The Section for Transport, Energy, Infrastructure and the Information Society, which was responsible for
the Committee's work on the subject, adopted its opinion on 22 March 2007. The rapporteur was
Mr Barbadillo López.

At its 435th plenary session, held on 25 and 26 April 2007 (meeting of 26 April), the European Economic
and Social Committee adopted the following opinion by 150 votes to two with five abstentions.

1. Conclusions and recommendations

1.1
An efficient transport sector is essential in order for the
EU to maintain and strengthen its competitiveness. Freight
transport is considered to be a driving force for trade and pros-
perity. Modern management of complex transport
flows is
necessary in order
to achieve efficiency and cooperation
between different modes.

1.2
Logistics play a key role in guaranteeing sustainable
mobility, as well as helping to improve the environment and
energy efficiency, making freight transport more efficient, effec-
tive and competitive. Logistics cannot be seen as an entity that
controls and manages the transport chain; advanced logistics
solutions can allow effective planning, management, control and
execution of unimodal and multimodal transport chains.

1.3
Infrastructure forms the physical network necessary for
the development of the internal transport market, and in order
to optimise it, two challenges must be met: reducing congestion
and increasing accessibility, by mobilising all funding sources.
The efficient, rational use of infrastructures is a guarantee for
achieving sustainable mobility. However, any measure under-
taken to streamline the use of
infrastructures should also
include logistical measures for private passenger transport. The
key to sustainable mobility does not reside solely in freight
transport.

1.4
Both transport suppliers and users make use of logistical
tools to optimise transport and make commercial transactions
more efficient and effective, minimising empty mileage.

1.5
Transport logistics requires competent and well-prepared
workers and managers, who are trained in their profession and
able to comply with health and safety regulations; basic and
advanced training plans should therefore be drawn up in the
field of logistics, with the active involvement of the social part-
ners.

Transport consumes a great deal of

1.6
fuel, and
priority should therefore be given to reducing its dependence

fossil

and cutting CO2 emissions; therefore, a specific transport R&D
and innovation programme should be created, and given
adequate funding,
in order to promote the use of alternative
energies. A policy that distinguishes — particularly in tax terms
— between modes should also be implemented, which would
boost the adoption and use of new environmentally-friendly
technologies.

Logistics should be seen as a commercial activity which
1.7
is carried out by the sector; the authorities should be responsible
for creating appropriate general conditions to ensure that goods
can circulate as efficiently, effectively and competitively as
possible.

1.8
In the case of short sea shipping, the sector was success-
fully involved in identifying bottlenecks and solutions; this prac-
tice should be extended to the other transport modes, in order
to achieve similar results.

New technologies, particularly the European satellite
1.9
navigation system, Galileo, which will provide future applica-
tions for tracking and tracing cargo, make a significant contribu-
tion to the development of effective, efficient modern logistics.
should not become
However,
barriers to trade, but should be interoperable throughout the
EU, and accessible by SMEs. R&D and innovation should be a
priority in the Seventh Framework Programme, as technological
innovation could open up new avenues for the sector.

technological developments

1.10
Statistics on transport logistics should cover in depth
all modes of transport and their transport activities, in order to
gain a reliable picture of the situation and its evolution.

The problems resulting from the interoperability of rail
1.11
in order to create a dedicated
transport need to be solved,
network for freight, and to improve the management systems in
order to increase its efficiency, performance and competitiveness
in relation to other transport modes.

C 168/64

EN

Official Journal of the European Union

20.7.2007

The creation of quality benchmarks and one-stop shops
1.12
will help to develop transport
logistics in the EU, because
measuring quality at EU level will bring a certain uniformity in
the assessment of logistics performance, and the implementa-
tion of administrative procedures in a coordinated, uniform
manner will simplify customs formalities.

proven to be the fastest, most flexible and efficient mode of
transport to date. Although efforts have been made to transfer
traffic to railway and maritime routes, the results have been
anything but favourable, other than in short sea and river ship-
ping.

It is essential for the different transport modes to be
1.13
involved in the drafting of the future action plan being drawn
up by the Commission,
its objectives to be
in order
achieved.

for

It seems unreasonable to assume that transport suppliers
2.9
and users have not already made use of the logistical transport
optimisation tools needed to improve the effectiveness and effi-
ciency of their transactions. However, advanced logistical solu-
tions will help to improve the efficiency of the different trans-
port modes and combinations.

2. Introduction

2.1
Logistics play a key role in guaranteeing sustainable
mobility, as well as helping to ensure a cleaner environment and
greater energy efficiency, making freight transport more efficient
and effective.

2.10
In the medium and long term, certain transport modes
will have to be much more operational and competitive if a
transport combination policy is to arise spontaneously as a
result of the convictions of transport users. The inefficiency of
certain transport modes must be remedied in order to achieve
greater competitiveness and increase their share in the modal
balance.

2.2
In its mid-term review of the 2001 White Paper, the
Commission implicitly recognised the importance of the freight
transport sector as a driving force for trade and economic pros-
perity in the EU.

2.11
Transport fleets optimise their loaded mileage, keeping
their empty mileage down to the minimum needed for day-to-
day operation.

The experience acquired between the publication of the
2.3
White Paper in 2001 and its midterm review in summer 2006
has shown that road haulage cannot be dispensed with; attempts
to channel traffic to other transport modes have met with very
little success.

2.4
The EU's social and economic development depends
heavily on the mobility of people and goods, with the aim of
protecting the environment. It would be inconceivable to talk
about development without considering the need to create and
maintain an infrastructure network in line with the growing
requirements of the EU.

2.5
Sustainable mobility is guaranteed in particular by using
transport networks in an efficient and streamlined manner to
transport both passengers and goods.

It will always be difficult to correct the imbalance in
2.12
cargo supply between the points of origin and destination of
freight, even by applying advanced logistical solutions: there will
always be an imbalance between incoming and outgoing freight,
regardless of the transport solutions. No transport mode can
avoid the need to find return loads.

2.13 With regard to the use of more environmentally
friendly modes, in line with the Commission's action plan for
energy efficiency (1), it should be noted that the studies provided
by the Commission on transport and the environment do not
make a distinction in road transport between public and private
modes, which would illustrate the negative repercussions that
intensive, limitless car use has on congestion, pollution, energy
consumption, etc.

Freight transport plays an important role in guaranteeing
2.6
sustainable mobility. The fast growth of
transport
certainly contributes to economic development and employ-
ment; however, it is less certain that freight alone causes conges-
tion, accidents, noise, pollution, increased reliance on imported
fossil fuels, and energy loss.

freight

2.14
There is nothing new about integrating logistics into
transport policy. The main step forward in the logistics sector
has mostly been brought about by the traditional transport
firms' adaptation to market requirements. The main progress in
logistics comes essentially from the flexibility and adaptability
of transport firms in dealing with external factors caused by
other production sectors.

Therefore, any initiative designed to streamline infrastruc-
2.7
ture use should also include logistical measures for private
passenger transport use, so as to create favourable conditions
for mass transport to be used in a natural way. The key to
sustainable mobility does not reside solely in freight transport.

2.15
Transport firms and their customers are the first to
apply logistical support measures. Logistics cannot be seen as an
entity that controls and manages the transport chain: it is the
firms that incorporate logistical measures into their decisions
and actions, within the context of their commercial relations.

2.8 Moreover,
it has been shown that society does not
demand road transport for arbitrary reasons, but because it has

(1) COM(2006) 545 final: Communication from the Commission —

Action Plan for Energy Efficiency: Realising the Potential.

20.7.2007

EN

Official Journal of the European Union

C 168/65

2.16
Owing to the multi-million-euro turnovers involved,
there is often a tendency to overstate the value of the logistics
sector and consider it as a separate activity. However, such a
view overlooks the fact that most of this turnover comes from
transport and related activities;
it is this sector that actually
invests in fixed assets, bears the fixed costs and moves the
goods.

2.17
The Commission and the Parliament could add value to
the development of Freight Transport Logistics in Europe if they
manage to create an operational framework with no friction
between transport modes. They must create a favourable climate
enabling modes to be brought closer together, without measures
that will be harmful to any transport mode.

3. General comments

As has been expressed elsewhere, the key to the mid-
3.1
term review of the White Paper lies in co-modality,
in other
words, the efficient use of different modes on their own and in
combination, which is the best guarantee of achieving a high
level of mobility and of environmental protection at the same
time.

3.2
The EESC welcomes the fact that the communication
highlights the need to optimise the complementarity of different
transport modes within an effective, seamless European trans-
port system, providing users with the best possible transport
it would be premature to state that, given
services. However,
current production systems, competitive alternatives to road
freight transport exist today, other than on specific routes.

3.3
The EESC also agrees that the development of Freight
Transport Logistics should, above all, be a commercial activity
and a duty to be fulfilled by the sector; the authorities should be
responsible for creating an adequate framework of conditions,
leaving the internal workings of commercial logistics up to the
companies.

lising other transport modes. Road transport must be seen as an
essential ally for other modes of transport, strengthening coor-
dination and intermodality, with measures in place enabling it
to continue to provide its services with the appropriate flex-
ibility and pricing.

Transport policy must demonstrate commitment

3.7
to
quality, safety, the environment and transport efficiency, and
ensure that the user is free to decide on the mode that suits
them best.

As

3.8
stated in the communication, certain interesting
trends have emerged in recent years, such as the outsourcing of
logistical activities. This cooperation between shippers and
service providers is accompanied by the extensive integration of
organisational and IT structures.

4. Areas of action

4.1 Identification of bottlenecks and their solutions

4.1.1
The EESC considers that to define the potential bottle-
necks and solutions it is essential to have the participation of
the players involved, as well as sharing knowledge and best
practices, and cooperating on drawing up policies.

4.1.2 While bottlenecks have been successfully identified and
managed in the short sea shipping sector, for the moment, as
stated in the communication, there is no comprehensive picture
of the concrete obstacles that hinder Freight Transport Logistics
from developing faster in Europe.

However, it is recognised that there are various aspects
4.1.3
that directly affect the road freight sector, restricting its oper-
ability, and a lack of harmonised legislation on the issues that
are important for the creation of a fair, competitive market
within the enlarged EU.

The EESC believes that the introduction of a logistics
3.4
perspective into transport policy will require due respect for the
different transport modes; logistics considerations should simply
be an underlying factor in decision-making.

4.2.1
Intelligent transport systems help to ensure a more effi-
cient and rational use of infrastructure and therefore to reduce
accidents and congestion and to protect the environment.

4.2 Information and communications technology (ICT)

3.5
The EESC also believes that proper complementarity of
modes and advanced logistics solutions can allow effective plan-
ning, management, control and execution of unimodal and
multimodal transport chains.

3.6
The Commission should place greater emphasis on the
efforts that each transport mode should make to optimise its
efficiency and performance. There is, therefore, a need to boost
both maritime and rail transport by focussing on the competi-
tiveness (not the deregulation) of these sectors rather than pena-

4.2.2
The European satellite navigation system, Galileo,
which will be operational as of 2010, will provide future appli-
cations for all modes of transport, such as tracking and tracing
of cargo, the Intelligent Car (2), promoting the new technologies
in vehicles, the SESAR programme, which will help to improve
air traffic management in the single European sky, and the
ERTMS system, which will enhance interoperability between
national rail networks and will have a positive impact on logis-
tics.

(2) Communication on the Intelligent Car Initiative — ‘Raising Awareness
of ICT for Smarter, Safer and Cleaner Vehicles’ — COM(2006) 59 final.

C 168/66

EN

Official Journal of the European Union

20.7.2007

4.2.3
It would seem reasonable that, to guarantee the integ-
rity of the single market, the technical solutions imposed should
not become barriers to trade but develop in complementary
ways across the EU, based on interoperable standards. Common
standards widely accepted by manufacturers and operators, and
synergies between different systems, are the keys to making
logistics more efficient.

4.2.4
terms of
SMEs' full participation in the market.

It is important to gauge the start-up costs, both in
this hampering

technology and software, without

The EESC agrees

4.2.5
that Freight Transport Logistics
should continue being a research priority under the 7th Frame-
work Programme because modern technological innovation can
open up new avenues for the sector.

4.3 Logistics training

4.3.1
The EESC considers that training in transport logistics
should not be limited: indeed, its scope should be extended to
cover
transport and logistics as different, complementary
subjects.

4.5.2
heavily on the mobility of people and goods.

The EU's social and economic development depends

4.5.3
The trans-European Transport Networks are an essen-
tial factor in the development of the internal transport market,
but the underlying situation of these networks is not the same
in all EU Member States. In this context, it should also be noted
that not all
trans-European Transport Networks suffer from
congestion, and thus there are different problems to be faced.

4.5.4
The EESC agrees that co-modal logistic chains can help
to remove congestion from certain corridors in such a way that
optimal use is made of the infrastructure of different modes,
following both a unimodal and multimodal approach.

The EESC believes it would be a good idea to take into
4.5.5
the problem arising from the situation of certain
account
to
regions and countries.
remote and outermost
provide adequate cover for these zones, it is vital to speed up
the timescales and increase EU budgetary funds earmarked for
the construction of trans-European networks, facilitating transit
through the Pyrenees and the Alps, amongst other areas, being
of particular importance here. Better overall accessibility will
improve the prospects for
regional development, with the
increase in competitiveness that this entails.

In order

4.3.2
It would be useful to work to achieve a clear definition
of the competences that fall within the scope of logistics, for
there are no statistical data or clear definitions in this field to
date. The social partners therefore have a key role to play in
drawing up an appropriate framework for training.

4.5.6
Together with these budgetary increases, the European
Union should consider promoting the mixed-financing system
for the construction and maintenance of infrastructure, some-
thing which would offer stability and legal guarantees for the
involvement of private capital, provided that the pricing policies
respect the interests of all players.

4.4 Statistical data

4.5.7 When the bottleneck results from a lack of suitable
infrastructure or its improper use, then a solution is required.

4.4.1
The EESC believes that we should not be content with
a restricted statistical view of logistics, without looking in depth
into the different transport modes and their related activities.

4.6 Service performance

4.4.2
It is useful to have a reliable picture of the situation
and its evolution over time, but the role of transport and ware-
housing therein should not be overlooked. The Community
statistical programme 2008-2012 (3) points out that one of the
aspects to be improved in EU statistics is the breakdown by
transport modes, particularly road transport.

4.5 Utilisation of infrastructure

4.5.1
freight transport.

The quality of infrastructure is a key to logistics in

4.6.1 Recognition of quality

It could prove useful

4.6.1.1
for the sector to introduce
benchmarks for Freight Transport Logistics in order to assess
and control service quality at European level, provided that it
remains a comparative tool that can be utilised by companies
and users.

4.6.1.2
would create uniformity in assessing logistics performance.

Indeed, establishing a set of European benchmarks

(3) COM(2006) 687 final: Proposal for a Decision of the European Parlia-
ment and of the Council on the Community Statistical Programme
2008-2012.

4.6.1.3
However, the EESC believes that the creation of new
quality labels must not generate more red tape and new unne-
cessary costs for the sector.

20.7.2007

EN

Official Journal of the European Union

C 168/67

4.6.2 A network for rail freight ser vices

4.7.3 Multimodal liability

4.6.2.1
The EESC agrees that, despite being an improvement,
the measure to create a rail freight-oriented network allowing
for dedicated freight corridors would not in itself resolve the
lack of reliability and efficiency caused, inter alia, by insufficient
technical and administrative interoperability.

4.7 Promotion and simplification of multimodal chains

4.7.1 One-stop

administrative

shopping

and

‘Common European Mar itime Space’

The EESC supports the creation of ‘one-stop adminis-
4.7.1.1
trative shopping’ or single windows for logistics flows, in par-
ticular multimodal flows, where all customs (and other related)
formalities are carried out in a co-ordinated way.

4.7.3.1
The EESC agrees that, further to a comprehensive
liability solution for Europe, the Commission could also look
into the added value of standardising a transport document for
multimodal transport operations.

4.8 Loading standards

4.8.1
The Commission's initiative to propose common Euro-
pean standards for intermodal loading units in intra-EU trans-
port (4),
is a means of harmonising the current situation for
weights and dimensions of loading units, but to achieve this it
will be necessary to take account of the current features of
transport networks and the possibility of using these measures
without detriment to safety.

4.7.2 Multimodal promotion

5. The way forward

4.7.2.1
The EESC supports the development of the network
of 21 Shortsea Promotion Centres to also encompass the
promotion of multimodal logistics solutions in inland transport
chains.

5.1
The Action Plan for Freight Transport Logistics to be
drawn up in 2007 should consider the proposals from the
different
to any regulatory
initiatives by the Commission.

transport modes involved prior

Brussels, 26 April 2007.

The President

of the European Economic and Social Committee

Dimitris DIMITRIADIS

The following Section Opinion text was rejected in favour of amendment adopted by the assembly but obtained at least
one-quarter of the votes cast:

APPENDIX

Point 4.5.8:

‘4.5.8

Outcome:

The EESC proposes that temporary traffic restrictions imposed by national authorities be replaced with restrictions coordi-
nated by the Union, something which would require the adoption of Community rules. This measure would need to be
coordinated with the declaration of a minimum trans-European road network free of such restrictions, on which road
traffic could move without hindrance, while ensuring compatibility with the needs of network users other than road haul-
iers.’

93 votes for deleting the phrase, 49 against and 10 abstentions.

(4) COM(2003) 155 final, as amended by COM(2004) 361 final.