Communication from the Commission - Freight Transport Logistics Action Plan {SEC(2007) 1320} {SEC(2007) 1321}
Date: 2007-10-18
Institutions: European Commission
Subjects: action programme, carriage of goods, competitiveness, environmental protection, freight rate, logistics, transport policy

COMMISSION OF THE EUROPEAN COMMUNITIES 

Brussels, 18.10.2007 
COM(2007) 607 final 

COMMUNICATION FROM THE COMMISSION 

Freight Transport Logistics Action Plan 

{SEC(2007) 1320} 
{SEC(2007) 1321} 

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COMMUNICATION FROM THE COMMISSION 

Freight Transport Logistics Action Plan 

1. 

INTRODUCTION 

The  mid-term  review  of  the  2001  White  Paper1  stresses  the  key  role  of  logistics  in 
ensuring sustainable and competitive mobility in Europe and contributing to meeting 
other objectives, such as a cleaner environment, security of energy supply, transport 
safety and security. 

Freight  Transport  Logistics  focuses  on  the  planning,  organisation,  management, 
control and execution of freight transport operations in the supply chain. It is one of 
the drivers of European competitiveness and thus a prime contributor to the renewed 
Lisbon agenda on growth and jobs. Production and distribution networks depend on 
high-quality, efficient logistics chains to organise the transport of raw materials and 
finished goods across the EU and beyond. It is primarily a business-related activity 
and  a  task  for  industry.  Nevertheless,  the  authorities  have  a  clear  role  to  play  in 
creating the appropriate framework conditions. 

Estimates put the share of the logistics industry in Europe at close to 14% of GDP. 
Over the recent years, the logistics industry has had growth rates above the average 
of European economies. For example, intra- and extra-EU trade has risen by 55% in 
value  since  1999.  This  growth  has  come  about  through  European  integration, 
liberalisation and the relatively low cost of freight transport which has led to changes 
in  production  and  trade  patterns,  inside  the  EU  and  globally.  One  consequence  of 
growth  is that  the  surge in containerised trade and  liner shipping  is  leading  to high 
congestion in certain seaports and port-hinterland connections. 

Europe counts several logistics companies that are global leaders. A well-functioning 
European  framework  for  logistics  can  constitute  a  platform  on  which  to  discuss 
logistics-related issues with other trade partners. 

Logistics policy needs to be pursued at all levels of governance. There is a growing 
need  for  a  coherent  EU  approach  to  logistics  considerations  that  offers  an 
opportunity  for  reinforced  co-operation  and  co-ordination  between  the  different 
dimensions  of  transport  policy  and  must  become  an  underlying  factor  in  decision-
making. 

The  present  Freight  Logistics  Action  Plan  is  one  of  a  series  of  policy  initiatives 
jointly  launched  by  the  European  Commission  to  improve  the  efficiency  and 
sustainability  of  freight  transport  in  Europe.2  It  presents  a  number  of  short-  to 
medium-term actions that will help Europe address its current and future challenges 
and  ensure  a  competitive  and  sustainable  freight  transport  system  in  Europe.  The 

1 
2 

COM(2006) 314. 
The EU's freight transport agenda,COM(2007)xxxx 

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external dimension of all of these actions will need to be considered with a view to 
efficiently  integrating  third  countries  and  in  particular  neighbouring  countries  into 
the logistic chain 

1.1. 

The process so far 

The European Commission issued a Communication on Freight Transport Logistics 
in Europe3 in June 2006. 

The  Communication  and  the  proposed  areas  of  action  in  it  were  supported  by  the 
Transport  Council  in  December  20064.  The  European  Parliament  gave  a  positive 
opinion in September 20075. The European Economic and Social Committee broadly 
welcomed the approach adopted by the Commission.6  

The topics put forward in this Action Plan are based on extensive consultations with 
stakeholders. 

2. 

ACTIONS 

2.1. 

e-Freight and Intelligent Transport Systems (ITS) 

Advanced information and communication technologies (ICT) can greatly contribute 
towards  co-modality  by  improving  infrastructure,  traffic  and  fleet  management, 
facilitating a better tracking and tracing of goods across the transport networks and 
better connecting businesses and administrations. However, a number of obstacles to 
a more wide-spread and seamless use of ICT in freight logistics need to be overcome, 
including  the  insufficient  standardisation  of  the  respective  information  exchanges 
and  market  actors'  disparate  capabilities  to  use  ICT.  Legal  requirements  may  also 
hamper  the  use  of  ICT.  In  addition,  data  security  and  privacy  issues  must  be  taken 
into account.  

The  concept  of  e-Freight  denotes  the  vision  of  a  paper-free,  electronic  flow  of 
information  associating  the  physical  flow  of  goods  with  a  paperless  trail  built  by 
ICT. It includes the ability to track and trace freight along its journey across transport 
modes  and  to  automate  the  exchange  of  content-related  data  for  regulatory  or 
commercial purposes. This will be made more practical and affordable by emerging 
technologies  such  as  radio  frequency  identification  (RFID)7  and  the  use  of  the 
Galileo  satellite  positioning  system.  Freight  should  be  identifiable  and  locatable 
regardless  of  the  mode  it  is  transported  on.  A  necessary  condition  for  this  is  that 
standard  interfaces  within  the  various  transport  modes  are  put  in  place  and  their 
interoperability across modes is assured.  

The  e-Freight  concept  could  lead,  in  the  future,  to  an  "Internet  for  cargo"  where 
information  would  be  made  available  on-line  in  a  secure  way,  as  is  the  case  today 

3 
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7 

COM(2006)336. 
12 December 2006. 
P6_TA(2007)0375.. 
TEN/262. 
COM(2007) 96 final. 

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with the "Internet for people". One characteristic of this is the capability to view and 
compare online information on the services provided by freight transport operators. 
Another  concerns  administrative  simplification.  Experience  shows  that  information 
systems  for  administrative  data  can  also  be  used  for  business-to-business 
communications. 

The implementation of a system for the maritime exchange of information from ship 
to  shore,  shore  to  ship  and  between  all  stakeholders,  using  services  such  as 
SafeSeaNet,  LRIT  (Long-range  Identification  and  Tracking)  and  AIS  (Automatic 
Identification  System),  will  facilitate  safer  and  more  expedient  navigation  and 
logistics  operations,  thereby  improving  maritime  transport's  integration  with  other 
transport modes ("e-maritime"). 

The  roll-out  of  systems  such  as  RIS  (River  Information  Services),  ERTMS 
(European Rail Traffic Management System), TAF (Telematic Applications for rail 
Freight)  and  VTMIS  (Vessel  Traffic  Management  and  Information  Systems)  bears 
witness  to  the  progress  made  in  other  transport  modes.  In  road  transport,  however, 
the  deployment  of  Intelligent  Transport  Systems  (ITS)  in  helping  to  better  manage 
infrastructure  and  transport  operations  is  slow.  A  cohesive  deployment  strategy  for 
ITS, incorporating the specific requirements of road haulage, such as for navigation 
systems,  digital  tachographs  and  tolling  systems,  could  contribute  significantly  to 
material change in the logistics chain. 

The Commission is therefore preparing a major initiative on ITS for 2008, which will 
establish  a  detailed  roadmap  for  ITS  development  and  deployment  in  Europe, 
thereby  also  addressing  the  main  technology  applications  relevant  for  freight 
logistics. 

e-Freight 

Together  with  stakeholders,  develop  a  roadmap  for  the  implementation  of  e-
freight, expanding on the concept of the "Internet for cargo" and identifying the 
problem areas where EU action such as standardisation is required.  

Deadline: Identification of action areas by 2009. 

Work  towards  a  standard  for  information  flows  to  ensure  the  integration  and 
interoperability  of  modes  at  data  level  and  provide  an  open,  robust  data 
architecture  primarily  for  business-to-administration  and  administration-to-
administration data flows. 

Deadline: 2010. 

Mandate  work  on  a  standard  data  set  to  describe  freight,  including  for 
regulatory  requirements  (while  taking  into  account  the  current  requirements 
for hazardous goods, live animals, etc.) and technologies such as RFID. 

Deadline: 2009. 

Make a proposal on "e-maritime". 

Deadline: 2009. 

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In the context of the ITS action plan: 

Establish a framework for the development of ITS applications addressing also 
freight  transport  logistics,  including  monitoring  dangerous  goods  and  live 
animals transport, tracking and tracing, and digital maps. 

Deadline: 2009. 

Establish  a  regulatory  framework  for  the  standardisation  of  functional 
specifications  for  a  single  interface  (on-board  unit)  for  the  provision  and 
exchange of business-to-administration and business-to-business information. 

Deadline: 2010. 

Accelerate  work  towards  interoperability  in  Electronic  Fee  Collection8,  and 
incorporate the necessary components into the single interface. 

Deadline: 2008. 

2.2. 

Sustainable quality and efficiency 

2.2.1.  Continuous bottleneck exercise 

In 2006 stakeholders were called upon to identify operational, infrastructure-related 
and administrative bottlenecks, resulting in close to 500 items. This inventory gives, 
for the first time, an overall picture of specific obstacles that hinder freight transport 
logistics in Europe. Industry and public authority representatives have volunteered to 
act  as  focal  points  for  actors  from  the  logistics  industry  and  to  help  analyse  and 
propose solutions to the reported bottlenecks 

Continue  the  freight  transport  logistics  bottleneck  exercise  and  accelerate  the 
work  to  find  practical  solutions  to  bottlenecks,  wherever  possible,  while 
considering legal action where needed. 

Deadline: Continuous. First results by 2008. 

2.2.2.  Freight transport logistics personnel and training 

In many areas of freight transport logistics there are shortages of skilled personnel. 
Therefore, the EU will examine measures in close cooperation with social partners to 
enhance the attractiveness of logistics professions and to encourage mobility of staff 
across  borders.  Within  this  context,  Cohesion  Policy  instruments  (the  European 
Social and Regional Development Funds) could alleviate these shortages by targeting 
interventions towards training (actions and infrastructure). 

Today,  training  provided  by  universities  and  other  institutions  varies  greatly  in 
Europe.  Efforts  are  required  to  focus  and  enhance  the  qualifications  of  logistics 
personnel, notably by strengthening competence in transport, and to support lifelong 
learning.  A  voluntary  European  certificate  for  freight  transport  logisticians  would 

8 

Directive 2004/52/EC. 

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contribute  positively  to  the  consistency  and  quality  of  training  in  Europe.  It  could 
furthermore  target  all  skills  levels,  where  needed  differentiate  between  sector-
specific  requirements  or  constitute  a  basic  certificate  for  additional  sector-specific 
training  by  industry  itself.  Mutually  recognisable  certification  for  freight  transport 
logistics  and  related  areas  (e.g.  warehousing)  can  facilitate  mobility.  Due  account 
should be taken of existing training standards. 

The  Commission  will  work  with  the  European  social  partners  and  other 
relevant stakeholders to draw up a list of minimum qualifications and training 
requirements  at  different  levels  of  specialisation  to  be  incorporated  into  a 
framework that can ensure the mutual recognition of training certificates. 

Deadline: 2009. 

The Commission to launch a dialogue with the European social partners to find 
ways  to  improve  the  attractiveness  of  transport  logistics  professions,  and 
highlight opportunities for targeting EU Cohesion Policy interventions towards 
logistics training. 

Deadline: start 2008, continuous thereafter. 

2.2.3. 

Improving performance 

Performance  indicators  for  freight  transport  logistics  chains  are  useful  instruments 
for encouraging service quality. They can also be used to measure environmental and 
social  impacts.  Indicators  already  exist  for  combined  transport  on  rail,  for  air 
transport  and  for  short-sea  shipping.  However,  no  common  system  of  performance 
indicators so far exists across modes or for freight transport logistics. 

Establish, in consultation with the stakeholders, a core set of generic indicators 
that would best serve the purpose of measuring and recording performance (e.g. 
sustainability, efficiency etc.) in freight transport logistics chains to encourage a 
switch  to  more  efficient  and  cleaner  forms  of  transport  and  generally  improve 
logistics  performance9.  The  Commission  will  then  consider  incorporating  them 
into a code of best practice or recommendation. 

Deadline: By end of 2009. 

2.2.4.  Benchmarking intermodal terminals 

The  efficiency  of  intermodal  terminals,  including  ports  and  airports,  is  crucial  for 
logistics  performance.  They  merit  a  separate  effort  in  benchmarking,  taking 
inspiration  from  the  initiative  to  promote  performance  indicators  above.  A  set  of 
generic  European  benchmarks  (both  static  and  dynamic)  should  be  developed 
allowing further specification at local level. The benchmarks should be established in 
tight co-operation with industry and should be given appropriate dissemination. 

9 

Decision 1600/2002/EC. 

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Owing to different characteristics, considerable differentiation should be considered 
between land terminals, seaports, airports and inland waterway ports. 

Elaborate,  together  with  industry,  a  set  of  generic  (dynamic  and  static) 
benchmarks  for  terminals,  starting  from  multimodal  inland  terminals,  and 
incorporate  them  into  a  code  of  best  practice  or  recommendation  and 
disseminate information about them. 

Deadline: 2010. 

2.2.5.  Promotion of best practice 

Multimodal freight transport is still relatively underutilised. This may be due to lack 
of  knowledge  of  the  benefits  of  modal  alternatives,  integration  between  transport 
modes or the additional costs of transhipment. These problems can be addressed by a 
broad  initiative  to  share  good  practices  and  provide  practical  assistance  using 
networks  of  logistics  institutes  and  extending  the  scope  of  Shortsea  Promotion 
Centres into inland transport logistics. 

Extend the role of the Shortsea Promotion Centres and their European network 
to inland transport logistics. 

Deadline: Continuous. 

Establish a network between logistics institutes and promote industry initiatives 
to exchange experience and disseminate best practice. 

Deadline: 2010. 

2.2.6. 

Statistical data 

A  considerable  amount  of  statistical  information  is  available.  However,  it  does  not 
produce  a  reliable  picture  of  Europe’s  logistics  market.  Relevant  indicators  and 
means of measurement need to be developed to assess the situation and its evolution 
over  time.  At  the  same  time,  the  administrative  burden  on  the  Member  States  or 
businesses should be kept to a minimum. 

The  Commission  together  with  the  stakeholders  will  review  the  availability  of 
and  determine  the  requirements  for  data  on  freight  transport  logistics  across 
modes and assess improvements to the collection of statistical information. 

Deadline: 2009. 

2.3. 

Simplification of transport chains 

2.3.1. 

Simplification of administrative compliance  

The logistics industry needs to comply with regulatory requirements stemming from 
administrative considerations.  

The  simplification  and  decentralisation  of  exchanges  of  freight-related  information 
can  substantially  reduce  the  cost  of  regulatory  requirements,  especially  when  using 

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information  and  communication  technologies.  Already  the  legislation  governing 
customs clearance allows among others for non-Community goods to be released for 
circulation  at  the  port  or  to  be  placed  under  a  transit  regime  for  clearance  in  a 
customs office at destination. 

Work should build on the initiatives taken following the Commission's proposal for a 
Decision  on  the  paperless  environment  for  customs  and  trade10.  This  contains  a 
framework  for  the  information  provided  by  economic  operators  to  be  given  only 
once ('single window') and for the goods to be controlled by those authorities at the 
same time and at the same place ('one stop administrative shop'). 

The  Commission  will  work  on  a  “European  Maritime  Transport  Space  without 
Barriers”  where  both  the  ship’s  journey  and  goods  could  be  reliably  and  securely 
tracked,  thereby  decreasing  the  need  for  individual  controls  in  transport  operations 
between Community ports. This would contribute to short sea shipping being able to 
fully benefit from the internal market.  

Establish  a  single  window  (single  access  point)  and  one  stop-administrative 
shopping for administrative procedures in all modes. 

Deadline: Operational by 2012. 

Make  a  legislative  proposal  on  simplifying  and  facilitating  short  sea  shipping 
towards a maritime transport space without barriers. 

Deadline: 2008 

2.3.2. 

Single transport document 

A  transport  document  is  required  today  to  follow  the  carriage  of  goods11.  Such 
transport  documents  are  normally  specific  to  the  different  transport  modes. 
Multimodal  transport  documents  exist,  but  they  are  not  sufficiently  widely  used  in 
electronic  format.  The  Commission  will,  therefore,  work  towards  establishing  a 
single European transport document that can be used in all transport modes, thereby 
facilitating  multimodal  freight  transport  and  enhancing  the  framework  offered  by 
multimodal  waybills  or  multimodal  manifests.  It  will  look  at  the  possibilities  of 
making this document optional and providing it in an electronic format. 

In consultation with interested parties, the Commission will examine the details 
and added value of establishing a single transport document for all carriage of 
goods,  irrespective  of  mode.  The  Commission  will  then  consider  making  an 
appropriate legislative proposal. 

Deadline: 2009. 

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COM(2005)609. 
Regulation 11/60 and Directive 92/106/EC. 

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2.3.3.  Liability 

Multi-modal  transport  suffers  from  friction  costs  induced  by  the  absence  of  a 
uniform,  cross-modal  liability  regime.  Work  towards  creating  a  multimodal 
regulatory  structure  for  liability  is  taking  place  at  global  level  (UNCITRAL),  but 
failing rapid progress the Commission will start exploring other options for Europe: 

(1) 

(2) 

A legal act could be envisaged with a standard liability clause for all transport 
operations.  It  could  be  a  fall-back  clause,  meaning  that  if  nothing  else  is 
agreed  between  parties  to  a  transport  contract,  this  standard  clause  would 
automatically  apply.  The  contracting  parties  could  also  explicitly  mention  it 
in the transport contract. 

Gaps  between  existing  international  liability  regimes  could  be  addressed  in 
such a way that coverage is provided for those parts of the logistics chain that 
currently fall between the mode-based liability regimes. 

Assess the need for introduction within the EU of a standard (fall-back) liability 
clause. 

Deadline: Consultations by 2008, possible proposal in 2009. 

Assess  the  need  for  a  legal  instrument  to  allow  full  coverage  of  the  existing 
international, mode-based liability regimes over the entire multimodal logistics 
chain.  

Deadline: Consultations by 2009, possible proposal in 2010. 

2.3.4. 

Security 

Security  relates  to  the  protection  against  and  prevention  from  crime,  banditry  and 
unlawful  intentional  acts  such  as  terrorism.  Increasingly,  security  has  become  an 
intrinsic  part  of  logistic  quality  and  competitive  performance.  As  far  as  the  supply 
chain security for external trade is concerned, the Customs Code12 was revised and 
the  concept  of  Authorised  Economic  Operator  was  introduced,  also  laying  down 
minimum requirements for safety and security from 2008 onwards. 

A  balance  has  to  be  drawn  between  security  procedures  fulfilling  the  highest 
requirements  and  the  free  flow  of  trade.  For  instance,  the  overall  added  value  an 
defects of full, 100% container screening on trade flows would have to be carefully 
considered before making decisions. Smart technologies can be used to avoid delays. 
Standardisation  and  best  practice  can  be  used  to  minimise  the  effects  of  security 
requirement on trade flows. 

The review of legislation on maritime and port security will provide an opportunity 
to  assess  port  access  requirements  and  to  examine  the  development  of  a  European 
model for multi purpose access cards. 

12 

Regulation (EC) 648/2005. 

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Start  developing  European  standards, 
legislation, 
international conventions and international standards, in order to facilitate the 
secure integration of transport modes in the logistic chain.  

line  with  existing 

in 

Deadline: 2008 

In the context of the work on guidelines and minimum standards for maritime 
and port security matters, simplify port access requirements. 

Deadline: 2008. 

2.4. 

Vehicle dimensions and loading standards 

Although  European  legislation13  sets  global  limitations  for  vehicle  dimensions  and 
weights in international road traffic and for dimensions in national traffic, it leaves a 
certain  margin  of  manoeuvre  for  the  Member  States.  This  creates  inconsistency  for 
operators  and  makes  enforcement  more  difficult.  At  the  same  time,  technological 
developments  and  changed  transport  requirements  have  called  into  question  the 
current  standards.  While  there  might,  therefore,  be  an  opportunity  to  review  the 
current  European  legislation,  it  is  necessary  to  consider  the  effects  that  any 
modification to the current limits might have on road safety, energy efficiency, CO2 
emissions,  noxious  emissions,  road 
transport 
operations,  including  combined  transport.  The  possible  need  for  stricter  criteria  for 
the  vehicles,  their  equipment  and  drivers,  and  restrictions  concerning  route  choice 
should also be assessed.  

infrastructure  and 

intermodal 

In  order  to  facilitate  transhipment  between  modes  and  reflect  technological 
developments, the proposal for a directive on Intermodal Loading Units14 should be 
amended,  to  increase  the  competitiveness  of  intermodal  freight  transport.  The 
proposal aims at decreasing friction costs in handling operations between modes by 
standardising  certain  handling  characteristics  of  intermodal  loading  units  and  at 
improving  transport  safety  by  introducing  a  periodic  inspection  of  all  units.  A 
mandate  establishing  new  standards  for  loading  units  that  can  be  used  across 
transport modes shall be given separately to the EU standardisation bodies. 

Study  the  options  for  a  modification  of  the  standards  for  vehicle  weights  and 
dimensions and consider the added value of updating Directive 96/53/EC. 

Deadline: 2008. 

Update the 2003 proposal on Intermodal Loading Units to technical progress.  

Deadline: 2007. 

Establish  a  mandate  for  standardising  an  optimal  European  Intermodal 
Loading Unit that can be used in all surface modes. 

Deadline: 2007. 

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Directive 96/53/EC. 
COM(2003)155 final. 

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Examine  the  compatibility  of  loading  units  used  in  air  transport  and  other 
modes, and, if appropriate, make proposals. 

Deadline: 2010. 

2.5. 

"Green" transport corridors for freight 

The  concept  of  transport  corridors  is  marked  by  a  concentration  of  freight  traffic 
between  major  hubs  and  by  relatively  long  distances  of  transport.  Along  these 
corridors  industry  will  be  encouraged  to  rely  on  co-modality  and  on  advanced 
technology  in  order  to  accommodate  rising  traffic  volumes  while  promoting 
environmental  sustainability  and  energy  efficiency.  Green  transport  corridors  will 
reflect  an  integrated  transport  concept  where  short  sea  shipping,  rail,  inland 
waterways and road complement each other to enable the choice of environmentally 
friendly  transport.  They  will  be  equipped  with  adequate  transhipment  facilities  at 
strategic  locations  (such  as  seaports,  inland  ports,  marshalling  yards  and  other 
relevant  logistics  terminals  and  installations)  and  with  supply  points  initially  for 
biofuels  and,  later,  for  other  forms  of  green  propulsion.  Green  corridors  could  be 
used  to  experiment  with  environmentally-friendly,  innovative  transport  units,  and 
with  advanced  ITS  applications.  A  number  of  initiatives  are  coming  together  to 
promote this objective, including the freight-oriented railway network, motorways of 
the sea and NAIADES. Account should be taken of the opportunities offered by the 
TEN-T  guidelines  on  the  development  and  the  integration  of  multimodal  transport 
chains. 

Fair  and  non-discriminatory  access  to  corridors  and  transhipment  facilities  is  a 
requirement for co-modality and needs to be addressed. Restrictions of access to the 
market  for  terminal  operations,  inter  alia,  in  ports  and  marshalling  yards,  can  have 
repercussions  to  the  customers  of  these  facilities.  Open  and  non-discriminatory 
access  for  operators  and  customers  of  these  facilities  should  be  ensured  in 
accordance with the rules of the Treaty. 

Define green transport corridors and organise cooperation between authorities 
and  freight  transport  logistics  operators  in  order  to  identify  improvements  to 
ensure adequate infrastructure for sustainable transport.  

Deadline: 2008. 

Reinforce green corridors in the TEN-T and in the Marco Polo priorities. 

Deadline: 2010 

Develop a freight-oriented rail network. 

Deadline: Proposal by 2008. Corridor structure by 2012. 

Promote  the  establishment  and  recognition  of  Motorways  of  the  Sea  through, 
among others, a better co-ordination of different funding sources. 

Deadline: 2008. 

Implement the NAIADES programme for inland waterway transport. 

Deadline: Full implementation by 2013. 

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2.6. 

Urban freight transport logistics 

Freight  transport  logistics  has  an  essential  urban  dimension.  Distribution  in  urban 
conurbations  requires  efficient  interfaces  between  trunk  deliveries  over  longer 
distances and distribution to the final destination over shorter distances. In addition, 
the  distribution  process  between  production  centres  and  customers  inside  an  urban 
area needs to be efficient and clean. 

A holistic vision should cover freight transport and pay attention to aspects of land 
use  planning,  environmental  considerations  and  traffic  management,  alongside  a 
number  of  other  factors.  Facilitating  freight  and  passenger  transport  demand 
management should be an integral part of town planning and offers opportunities for 
the deployment of innovative ICT-based solutions. 

The Commission will encourage the exchange of experiences of representatives 
of  urban  areas  to  help  establish  a  set  of  recommendations,  best  practice, 
indicators or standards for urban transport logistics, including freight deliveries 
and delivery vehicles. 

Deadline: Urban Transport Action Plan in 2008. 

Make  recommendations  of  commonly  agreed  benchmarks  or  performance 
indicators  to  measure  efficiency  and  sustainability  of  delivery  and  terminals 
and, more generally, in urban transport logistics and planning. 

Deadline: 2011. 

Reinforce  the  freight  part  of  CIVITAS  towards  better  co-ordination,  or 
integration, between passenger and freight transport, between interurban (long-
distance)  and  urban  transport  logistics.  This  can  lead  to  an  integrated 
“CIVITAS Freight”. 

Deadline: 2010. 

3. 

LOOKING AHEAD 

The  actions  outlined  above  are  designed  to  help  the  freight  transport  logistics 
industry  towards  long-term  efficiency  and  growth  by  addressing  issues  such  as 
congestion, pollution and noise, CO2 emissions and dependence on fossil fuels that – 
if  left  unchecked  –  would  put  at  risk  its  efficiency.  These  actions  need  to  be 
accompanied  by  work  on  a  long-term  perspective,  undertaken  jointly  with  the 
Member  States,  in  order  to  establish  a  common  basis  for  investment  in  tomorrow's 
freight transport systems.  

The  European  Commission  will  report  on  progress  made  in  the  implementation  of 
the Action Plan in 2010. This report will also provide the opportunity to determine 
what  further  actions  will  be  required  in  the  areas  outlined  above  and  to  evolve  EU 
freight transport logistics policy in line with the economic context and technological 
developments. 

EN 

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   EN