Opinion of the Committee of the Regions on A freight transport package
Date: 2008-10-08
Institutions: European Committee of the Regions
Subjects: carriage of goods, carriage of passengers, environmental impact, environmental protection, innovation, rail transport, urban transport, vehicle on rails

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Opinion of the Committee of the Regions on ‘A freight transport package’

(2008/C 325/02)

THE COMMITTEE OF THE REGIONS

— sees a need to improve energy efficiency through technological innovation and development of envir-
onment-friendly transport alternatives. Transport should be steered towards the most environment-
friendly and energy-efficient mode by internalising external costs;

— believes that a common language should be established within the EU for managing rail transport;

— considers that freight transport by rail shares much of the track used by passenger traffic. This can
sometimes limits the capacity and reliability of both systems, not just in densely populated areas but
also on interregional routes. The EU should, in cooperation with the Member States, draw up an
inventory of such bottlenecks and work to eliminate them, seeking to make maximum use of existing
and future infrastructure. In the long term, the EU and the Member States should encourage the
construction of separate railway networks for freight and passenger transport, whenever a shortage of
land is not an obstacle, starting with the most overloaded parts of the network;

— considers that urban transport planning, particularly for freight delivery systems, calls for the special
attention of local authorities, by making the organisation of urban distribution more efficient in both
environmental and economic terms;

— considers that by developing and improving inland ports, including multimodal facilities, local and

regional authorities can play a key role in realising a sustainable freight transport policy;

— considers that better connections are needed between rail and maritime solutions, which in some
places still lack efficiency; supports the development of logistic solutions by local and regional autho-
rities in inland areas, by setting up logistics platforms and dry ports, which are a key tool for
improving the global freight distribution system and fostering development and cohesion in inland
areas;

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Rapporteur:

José CORREIA (EPP/PT), Mayor of Tavira

Reference document

Communication from the Commission: The EU's freight transport agenda: Boosting the efficiency, integra-
tion and sustainability of freight transport in Europe

COM(2007) 606 final

Communication from the Commission: Freight Transport Logistics Action Plan

COM(2007) 607 final

Communication from the Commission to the Council and the European Parliament: Towards a rail
network giving priority to freight

COM(2007) 608 final

POLICY RECOMMENDATIONS

THE COMMITTEE OF THE REGIONS

Introduction

The Commission communications on freight

transport
1.
have been issued in the wake of political concerns set out in the
2001 White Paper on transport and the mid-term review
published in 2006. As part of this work, 13 seminars and
conferences and more than 30 external events were organised;
160 written contributions were submitted. The Commission
received a further 500 reports on bottlenecks in logistics.

2.
The White Paper review reflects the developments in the
situation since 2001: ever-faster globalisation of production,
uncertainty as regards energy supplies, faster global warming
and the expansion of the European Union following the acces-
sion of the countries of Central and Eastern Europe. In the light
of these developments, it is recommended that transport policy
scope and instruments be extended in order to cope with these
new challenges. There is in particular a need to boost the effi-
ciency of various modes of transport, whether they are used on
their own or in combination (co-modality).

Policy recommendations

Considers that,

in view of

3.
flowing from the studies
mentioned above, a series of political measures clearly stand out
for further development. These include:

the guidelines

— Bringing down CO2 emissions, contributing to compliance

with the Kyoto Protocol;

— Reducing dependence on fossil fuels, with the gradual intro-

duction of fuel from renewable sources;

— The CoR sees a need to Improve energy efficiency through
technological innovation and development of environment-
friendly transport alternatives. There are many ways of
achieving this. Transport should be steered towards the most

environment-friendly and energy-efficient mode by interna-
lising external costs;

— The EU should devote special attention to the transport of
hazardous goods. With regard to road transport, administra-
tive procedures must he harmonised in order to avoid errors
caused by transporters not understanding the language or
complex legislative systems in other countries. Regarding the
maritime transport of hazardous goods, the EU must review
the
circumstances under which
passenger transport may be combined with freight trans-
port;

governing

rules

the

— Improving railway system technologies so that railways do
not lose competitiveness in the face of other modes of trans-
port;

— International rail transport operators face many problems
and difficulties in managing transport in a rational and effi-
cient way. One of these is that rail transport is handled in
the language of the relevant Member State, which makes it
difficult for train operators to manage traffic outside their
national boundaries. The CoR believes that a common
language should be established within the EU for managing
rail transport, just as there is now an international language
for air traffic control;

— Training requirements for train drivers vary across the EU,
as do safety and load standards. These differences are a
problem for cross-border rail operators. These rules should
therefore be harmonised at EU level;

— Developing the use of information and communication tech-
nologies (ICT) by pushing ahead with the so-called internet
for cargo and by making better use of satellite and radio
frequency systems;

— Many players are involved in intermodal transport networks,
which means that it may be unclear where responsibility
towards the customer lies. This often undermines the relia-
bility, safety and quality of transport. The EU has an impor-
tant role to play in developing a clear structure and division
of responsibilities in the transport system;

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4.

as well as:

— Lessening difficulties encountered in international rail traffic
in relation to border crossings, be they caused by technical
problems
systems,
different criteria for approval of
rolling stock, etc.) or
administrative hitches;

gauges, different

(different

voltage

— Creating a network purely for freight,

in the long term,
taking into account the high costs entailed in its implemen-
tation, and with a sound cost-benefit analysis;

— Developing green corridors the main aim of which would
be to cut down transportation times and improve service
quality;

— Freight transport by rail shares much of the track used by
passenger traffic. This can sometimes limit the capacity and
reliability of both systems, not just in densely populated
areas but also on interregional routes. Freight and passenger
transport are often in conflict with each other in a way that
does not promote development towards more energy-effi-
cient and environment-friendly transport systems. The EU
should, in cooperation with the Member States, draw up an
inventory of such bottlenecks and work to eliminate them,
seeking to make maximum use of existing and future infra-
structure. In the long term, the EU and the Member States
should encourage the construction of
separate railway
networks for freight and passenger transport, whenever a
shortage of land is not an obstacle, starting with the most
overloaded parts of the network;

— Improving intermodality,

ensuring that

there

are

real

advances in system efficiency;

— Examining the dimensions and length of trains and road
vehicles with a view to increasing transport capacity while
respecting the environment;

5.

and:

— Doing away with the complexity of the customs side of

maritime transport, Especially between EU ports;

— Introducing the European train driver's card, so that quali-
fied workers can work in any EU country more easily, with
the variety of systems and equipment in use;

— Equality before the law is important if competition is to
exist under equal conditions. The regulation on driving and
rest periods has harmonised the rules within the EU
irrespective of
the country in which a haulier is based.
However, the possibilities of taking action against those who
violate the terms of the regulation is different depending on
whether
the offence has been committed in the same
country as that where the vehicle and driver are based or in
another country. The Commission's proposal for a directive
to facilitate the cross-border prosecution of traffic offences
involving speeding, drink-driving, not
covers offences

wearing a seat belt and failing to stop at a red light. Breaches
of the rules on driving and rest periods should also be
included in cross-border cooperation on prosecuting traffic-
related crimes;

— Complying with rules on punctuality, especially in line with
UIRR rules (International Union of combined Road-Rail
Transport Companies);

— The rules on train drivers night stopping in another country
are disadvantageous for operators in peripheral countries
carrying out long-distance international transpor; The labour
laws should therefore be reviewed so that operators in
peripheral countries are given the same opportunities to
carry out international rail transport as operators in central
European countries;

— The EU should pay particular attention to the increase in
crime and terrorist acts against freight transport by road and
rail; Organised cooperation between the Member States
should be developed and the EU has an important role here;
Building more safe rest areas, especially along the TEN-T
network, is an important factor in boosting safety;

— Combating traffic congestion, setting up more favourable

train paths; and

— Generally improving service quality and introducing a code
of good conduct in the sector, aimed at generating more
trust amongst users;

— It is also important that the EU pays attention to crime
which is linked above all to freight transport by road; It is
common knowledge that the smuggling and illegal sale of
tobacco and alcohol in particular are not exceptional occur-
rences at rest areas alongside transport links; To overcome
this problem international cooperation is required, which
should be initiated and coordinated by the EU;

— strengthening the competitive position of inland waterways

transport;

— developing with the help of

local authorities a durable
network of waterways and ports based on linking networks
and chains;

— promoting innovation in inland waterways transport;

— aiming for safe and sustainable inland waterways.

Relations with local and regional authorities

considers that with a view to the long term, reliable rail
6.
transport
infrastructure with sufficient capacity needs to be
created, in which freight traffic does not clash with other trans-
port objectives or with other social interests, and that provides
the conditions for supplying energy-efficient and environment-
compatible transport;

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7.
considers that from a short-term point of view, the first
thing to do is to identify and remove bottlenecks and lack of
capacity in the system;

18.
considers that local authorities, with good urban policies,
can help considerably in steps to speed up rail transport; such a
contribution is invaluable;

8.
considers that freight transport, although viewed in terms
of major national and international corridors, could not work
without
local and regional authorities
through whose areas the transport lines pass;

the contribution of

considers

19.
particularly
terminals and sorting centres, warrant special attention from the
structural funds;

ancillary

services,

that

rail

9.
considers that urban and regional planning for freight
distribution is therefore of major importance in creating freight
transport flows that save energy and are eco-friendly. Thus, any
new transport policy has to rely on the active support of all
players able to make useful contributions to its effectiveness,
especially those who, because they operate at grass roots level,
are in a position to resolve problems locally;

20.
considers that urban transport planning, particularly for
freight delivery systems, calls for the special attention of local
authorities, by making the organisation of urban distribution
more efficient in both environmental and economic terms. To
this end, efforts should be pursued to improve the ecological
quality of vehicles and increase load factors so as to improve the
ratio between number of journeys and tonnage of freight trans-
ported;

efficient,

environment-friendly

10.
is
achieved in particular by using inland waterways wherever
possible. This can also relieve pressure on connections between
ports and hinterland;

transport

freight

terminals,

transport system,

in the intermodal

11.
trans-
loading facilities and ports are an important part of the infra-
structure; The planning and localisation of these is a responsi-
bility for local and regional authorities;
It is important that
towns are involved at an early stage in the planning of such
plants, which means that the EU and national authorities should
create long-term and stable conditions for urban planning;

12.
Since around 40 % of vehicles in the EU are used for the
distribution and delivery of goods and services, and as most
consumers are in cities, the large traffic flows that are created
within cities need to be managed. The dissemination of best
practices on urban freight transport policies should be envi-
saged;

notes that

13.
the creation of regional or city transport
authorities in various Member States provides valuable support
for tying in different wishes, requirements and outcomes. The
CoR stresses that it is important to respect the subsidiarity prin-
ciple here;

14.
points out that local and regional authorities have an
extra capacity for dialogue with producers and freight custo-
mers;

15.
special attention is needed on the distribution of services
and goods in cities, as smart planning of urban logistics is a key
factor in urban mobility;

16.
considers that in future, the location of terminals, centres
of logistics distribution and shops themselves will require the
growing involvement of local authorities;

By developing and improving inland ports,

21.
including
multimodal facilities, local and regional authorities can play a
key role in realising a sustainable freight transport policy;

by using spatial planning policies, e.g. selection of busi-
local and regional authorities can promote inland
inland
then also receive strong

22.
ness sites,
waterways transport. Sites of water-related businesses,
waterways and inland ports must
support from the Structural Funds.

Conclusions and recommendations

23.
highlights the fact that local and regional authorities play
an increasingly important role in preparing logistics strategies
for efficient and appropriate planning, infrastructure and coordi-
nation;

a large proportion of freight transport clogs up transport
24.
networks in central Europe even when the destination of the
journey is not there. So, in view of the capacity problems on
central European transport networks it is very important that
the EU provide support for the expansion of links and corridors
which do not overload or which relieve pressure on these
networks. The east-west transport corridors in northern Europe
are examples of such links, which at the same time contribute
to the development of these regions. The future strategy for the
Baltic Sea that is currently being prepared will, among other
things, highlight the importance of efficient transport networks
and multimodal solutions in creating a sustainable and competi-
tive region; It is of the greatest importance that the EU also
continues to set aside resources for this type of initiative, for
example through Structural Fund and sector programmes;

17.
emphasises that logistics at regional level will be a new
policy which will develop rapidly in the future. It will become
essential to decentralise the management of interconnections to
regional authorities, the definitions of the major international
corridors remaining within the remit of Member States;

25.
draws attention to the fact that transport of freight by
sea is of major importance for commodity-producing regions.
Manufacturing industry needs a reliable supply of raw materials
throughout the year. To ensure that sea transport remains viable
even in winter, the use of ice-breakers should be made a priority
and incorporated into the TEN-T;

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26.
believes that the Community should pursue an integrated
approach when planning infrastructure within the European
Union and between the EU and neighbouring countries and
regions. The EU's freight transport package should therefore be
designed in such a way that it is consistent with other transport
and infrastructure plans already drawn up and adopted by the
European Union,
the TEN-T and the map of
cross-border transport corridors;

such as

27.
recalls that in recent years, many regions have developed
strategies of this kind in order to predict short-term future
transport volumes and have drawn the appropriate conclusions.
This entails increasingly intense cross-border and transnational
cooperation on European logistical projects. One illustration of
this trend is the Central and Eastern European chemical logistics
initiative launched by the European Chemical Regions Network
for chemical
to enhance the long-term overall conditions
industry production centres in Central and Eastern Europe
through a coordinated strategy. Another example is the plan to
build a rail corridor (EU4SeaRail)
linking the Baltic, North,
Mediterranean and Black Seas. Further important examples of
in Northern Europe are the Bothnian
transport corridors
Corridor and the Northern Axis. The regions have also played a
significant role in developing logistic areas enabling modal
complementarity and interchange (particularly for freight) and
allowing each transport mode to be used optimally, such as the
PLAZA logistics platform in Aragon and its links with other
platforms such as Eurocentre in Toulouse, or the various ports
on the Iberian peninsula;

28.
considers that efficient transport between the countries
of Europe could contribute significantly to economic growth. It
therefore urges the Commission to take account of these consid-
erations in preparing the future review of the TEN directives in
2009-2010, encouraging, first and foremost, the implementa-
tion of projects that have already been approved and included
in the network as priorities, particularly for route sections that
make efficient freight transport difficult, such as those which
cross borders or upland areas.

It should also be emphasised that the Committee of the
Regions:

29.
welcomes the efforts made to date, especially by the
Finnish and German presidencies, to secure progress in this
domain;

broadly endorses the analysis and measures advocated in

30.
the communications making up this rail transport package;

31.
nevertheless, recommends that account be taken of the
need for good links with local and regional authorities, as set
out in the point above;

33.
recommends that additional efforts be made to make all
the political authorities aware of this issue, taking into account
the major importance of this sector for GDP and its direct and
indirect impact on the economy and society in general;

34.
a review of Directive 96/53 would not seem appropriate.
The proper approach to more environmental solutions —
meaning more trains, not necessarily more lorries — should be
maintained;

35.
points out that conurbations are the destination of a
significant share of overall freight transport. Urban and regional
planning of freight distribution is therefore of major importance
in creating freight transport flows that save energy and are
eco-friendly. The location of transfer facilities in relation to the
general freight transport network is very important here. For
this reason, there must be smooth interaction between the local
and regional level and the general EU policy for freight transport
logistics. The Committee considers that freight transport policy
should be brought into line with the urban transport action
plan;

36.
in the light of energy costs, views innovation regarding
biofuels to be of the greatest importance but feels that this
should be carried out with due regard for the requirement to
maintain a broad global balance in farming production; it and
therefore urges the European Commission to step up studies in
this area;

advocates liberalisation of all rail transport, subject to

37.
public interest coordination rules;

favours maximum progress being made on dedicated

38.
freight rail lines;

39.
considers that transport networks should increasingly be
integrated into logistics policies, bringing in local and regional
authorities, developing the dry ports concept, and taking
account of the obvious environmental concerns;

considers that better connections are needed between rail
40.
and maritime solutions, which in some places still
lack effi-
ciency; supports the development of logistic solutions by local
and regional authorities in inland areas, by setting up logistics
platforms and dry ports, which are a key tool for improving the
freight distribution system and fostering development
global
and cohesion in inland areas;

41.
highlights the need for future harmonisation of technolo-
gical means and standards,so that rail transport can rapidly over-
come the obstacles currently posed by differing electrical supply
systems and variations in gauge;

is convinced that the Kyoto Protocol and its implications
42.
for transport policy are bound to have a highly visible impact
on goods logistics;

is aware that any new effective freight transport policy
32.
the solid cooperation of all the local
cannot work without
authorities and regional governments concerned;
it urgently
calls for such sound links to be set up and will do its best to
contribute thereto;

considers that ideally,

in the future high speed trains
43.
should cross the whole of Europe, providing connections from
Lisbon to the entire Mediterranean, the Baltic and the new
borders with third countries;

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44.
suggests that more detailed studies be carried out to
identify and take the necessary measures to remove bottlenecks
in existing infrastructure and regulations; considers that in order
to make faster progress in identifying these problems and
seeking solutions, networks should be set up for the exchange
of knowledge and good practices between centres specialised in
logistics and intermodality, at local and regional level;

considers that

45.
should be drawn up to expand the European corridors;

long-term strategies and action plans

supports measures to ensure neutral competition condi-

46.
tions between the Member States;

47.
is in favour of harmonising and simplifying rules and
regulations, particularly the standards governing weights and
measures, safety regulations regarding the securing of loads and
parties' liability, equality before the law regardless of the place of

Brussels, 8 October 2008

establishment of the transporter, a common language for traffic
control and imports from non-EU countries;

considers

should be
48.
surmounted by increasing the electronic transmission of docu-
ments wherever possible;

administrative obstacles

that

49.
recommends greater transport efficiency regarding the
development and use of capacity in each mode of transport,
and the development and promotion of intermodality;

recommends greater efficiency of

50.
enhancing logistics policy for ports and terminals for
purpose;

transport

systems,
this

considers that information on the local conditions and

51.
features of ports should be made available via Internet.

The President

of the Committee of the Regions

Luc VAN DEN BRANDE