WHITE PAPER Roadmap to a Single European Transport Area – Towards a competitive and resource efficient transport system
Date: 2011-03-28
Institutions: European Commission
Subjects: common transport policy, land transport, sustainable development, transport safety

EN 

EN 

   EN 

 
 
EUROPEAN COMMISSION 

Brussels, 28.3.2011 
COM(2011) 144 final 

WHITE PAPER  

Roadmap to a Single European Transport Area – Towards a competitive and resource 
efficient transport system 

SEC(2011) 359 final 
SEC(2011) 358 final 
SEC(2011) 391 final 

EN 

   EN 

 
 
 
  
TABLE OF CONTENTS 

WHITE PAPER Roadmap to a Single European Transport Area – Towards a competitive 
and resource efficient transport system.......................................................................................1 

1. 

2. 

2.1. 

2.2. 

2.3. 

2.4. 

2.5. 

3. 

3.1. 

3.2. 

3.3. 

3.4. 

4. 

Preparing The European Transport Area for the Future ...............................................3 

A vision for a competitive and sustainable transport system .......................................5 

Growing Transport and supporting mobility while reaching the 60% emission 
reduction target .............................................................................................................5 

An efficient core network for multimodal intercity travel and transport......................6 

A global level-playing field for long-distance travel and intercontinental freight .......7 

Clean urban transport and commuting..........................................................................8 

Ten Goals for a competitive and resource efficient transport system: benchmarks 
for achieving the 60% GHG emission reduction target................................................9 

The Strategy – what needs to be done ........................................................................10 

A Single European Transport Area.............................................................................11 

Innovating for the future – technology and behaviour ...............................................12 

Modern infrastructure and smart funding ...................................................................13 

The external dimension...............................................................................................16 

Conclusion ..................................................................................................................17 

EN 

2 

   EN 

 
1. 

1. 

2. 

3. 

4. 

5. 

6. 

7. 

1 

2 

PREPARING THE EUROPEAN TRANSPORT AREA FOR THE FUTURE 

Transport  is  fundamental  to  our  economy  and  society.  Mobility  is  vital  for  the 
internal market and for the quality of life of citizens as they enjoy their freedom to 
travel. Transport enables economic growth and job creation: it must be sustainable 
in the light of the new challenges we face. Transport is global, so effective action 
requires strong international cooperation. 

The future prosperity of our continent will depend on the ability of all of its regions 
to  remain  fully  and  competitively  integrated  in  the  world  economy.  Efficient 
transport is vital in making this happen.  

European Transport is at a cross roads. Old challenges remain but new have come. 

A  lot  needs  to  be  done  to  complete  the  internal  market  for  transport,  where 
considerable  bottlenecks  and  other  barriers  remain.  We  need  to  readdress  these 
issues – how to better respond to the desire of our citizens to travel, and the needs 
of  our  economy  to  transport  goods  while  anticipating  resource  and  environmental 
constraints. The transport systems of the eastern and western parts of Europe must 
be united to fully reflect the transport needs of almost the whole continent and our 
500 million citizens. 

Oil  will  become  scarcer  in  future  decades,  sourced  increasingly  from  uncertain 
supplies.  As  the  IEA  has  recently  pointed  out,  the  less  successful  the  world  is  in 
decarbonising, the greater will be the oil price increase. In 2010, the oil import bill 
was  around  €  210  billion  for  the  EU.  If  we  do  not  address  this  oil  dependence, 
people’s ability to travel – and our economic security – could be severely impacted 
with dire consequences on inflation, trade balance and the overall competitiveness 
of the EU economy. 

At the same time, the EU has called for, and the international community agreed, 
on the need to drastically reduce world greenhouse gas emissions, with the goal of 
limiting climate change below 2ºC. Overall, the EU needs to reduce emissions by 
80-95%  below  1990  levels  by  2050,  in  the  context  of  the  necessary  reductions  of 
the  developed  countries  as  a  group,  in  order  to  reach  this  goal.  Commission 
analysis1  shows  that  while  deeper  cuts  can  be  achieved  in  other  sectors  of  the 
economy,  a  reduction  of  at  least  60%  of  GHGs  by  2050  with  respect  to  19902  is 
required from the transport sector, which is a significant and still growing source of 
GHGs. By 2030, the goal for transport will be to reduce GHG emissions to around 
20% below their 2008  level.  Given the substantial increase in transport emissions 
over the past two decades, this would still put them 8% above the 1990 level. 

Since the first big oil crisis 40 years ago – despite technical progress, potential for 
cost-effective  energy  efficiency  improvements  and  policy  efforts  –  the  transport 
system  has  not  fundamentally  changed.  Transport  has  become  more  energy 

Cf. Commission Communication “A Roadmap for moving to a competitive low carbon economy in 
2050”, COM (2011)112. 
This would correspond to emissions cuts of around 70% below 2008 levels. 

EN 

3 

   EN 

 
                                                 
8. 

9. 

10. 

11. 

12. 

13. 

efficient,  but  EU  transport  still  depends  on  oil  and  oil  products  for  96%  of  its 
energy  needs.  Transport  has  become  cleaner,  but  increased  volumes  mean  it 
remains a major source of noise and local air pollution.  

New  technologies  for  vehicles  and  traffic  management  will  be  key  to  lower 
transport emissions in the EU as in the rest of the world. The race for sustainable 
mobility is a global one. Delayed action and timid introduction of new technologies 
could condemn the EU transport industry to irreversible decline. The EU’s transport 
sector faces growing competition in fast developing world transport markets. 

Many  European  companies  are  world  leaders  in  infrastructure,  logistics,  traffic 
management  systems  and  manufacturing  of  transport  equipment  –  but  as  other 
world  regions  are  launching  huge,  ambitious  transport  modernisation  and 
infrastructure  investment  programmes,  it  is  crucial  that  European  transport 
continues to develop and invest to maintain its competitive position. 

Infrastructure  shapes  mobility.  No  major  change  in  transport  will  be  possible 
without  the  support  of  an  adequate  network  and  more  intelligence  in  using  it. 
Overall,  transport  infrastructure  investments  have  a  positive  impact  on  economic 
growth,  create  wealth  and  jobs,  and  enhance  trade,  geographical  accessibility  and 
the mobility of people. It has to be planned in a way that maximises positive impact 
on economic growth and minimises negative impact on the environment. 

Congestion  is  a  major  concern,  in  particular  on  the  roads  and  in  the  sky,  and 
compromises  accessibility.  In  addition,  transport  infrastructure  is  unequally 
developed  in  the  eastern  and  western  parts  of  the  EU  which  need  to  be  brought 
together. There is increased pressure on public resources for infrastructure funding 
and a new approach to funding and pricing is needed.  

Since the 2001 White Paper on Transport, a lot has been achieved. Further market 
opening  has  taken  place  in  aviation,  road  and  partly  in  rail  transport.  The  Single 
European Sky has been successfully launched. The safety and security of transport 
across all modes has increased. New rules on working conditions and on passenger 
rights  have  been  adopted.  Transeuropean  transport  networks  (financed  through 
TEN-T,  Structural  Funds  and  the  Cohesion  Fund)  have  contributed  to  territorial 
cohesion  and  the  building  of  high-speed  railway  lines.  International  ties  and 
cooperation  have  been  strengthened.  A  lot  has  also  been  done  to  enhance 
transport’s environmental performance.  

Still, the transport system is not sustainable. Looking 40 years ahead, it is clear that 
transport cannot develop along the same path. If we stick to the business as usual 
approach,  the  oil  dependence  of  transport  might  still  be  little  below  90%3,  with 
renewable energy sources only marginally exceeding the 10% target set for 2020. 
CO2 emissions from transport would remain one third higher than their 1990 level 
by  2050.  Congestion  costs  will  increase  by  about  50%  by  2050.  The  accessibility 

3 

Even in this scenario there would still be some increase in the use of biofuels and electricity compared 
to today. 

EN 

4 

   EN 

 
                                                 
14. 

2. 

2.1. 

15. 

16. 

17. 

18. 

19. 

gap between central and peripheral areas will widen. The social costs of accidents 
and noise would continue to increase4.  

Building on the lessons learnt, this Roadmap takes a global look at developments in 
the transport sector, at its future challenges and at the policy initiatives that need to 
be considered. The Commission’s vision of future transport is presented in Part 2. 
Key  measures  to  achieve  it  are  outlined  in  Part  3,  summarised  in  Annex  I,  and 
described in more detail in the accompanying staff working document.  

A VISION FOR A COMPETITIVE AND SUSTAINABLE TRANSPORT SYSTEM 

Growing Transport and supporting mobility while reaching the 60% emission 
reduction target  

There is a large pay-off in taking decisive policy action. The transport industry in 
itself  represents  an  important  part  of  the  economy:  in  the  EU  it  directly  employs 
around 10 million people and accounts for about 5% of GDP. 

The EU and Governments need to provide clarity on the future policy frameworks 
(relying  to  the  greatest  extent  possible  on  market  based  mechanisms)  for 
manufacturers and industry so that they are able to plan investments. Coherence at 
EU  level  is  vital  –  a  situation  where  (for  example)  one  Member  State  opted 
exclusively for electric cars and another only for biofuels would destroy the concept 
of free travel across Europe. 

The  challenge  is  to  break  the  transport  system’s  dependence  on  oil  without 
sacrificing  its  efficiency  and  compromising  mobility.  In  line  with  the  flagship 
initiative “Resource efficient Europe” set up in the Europe 2020 Strategy5 and the 
new  Energy  Efficiency  Plan  20116,  the  paramount  goal  of  European  transport 
policy  is  to  help  establish  a  system  that  underpins  European  economic  progress, 
enhances  competitiveness  and  offers  high  quality  mobility  services  while  using 
resources more efficiently. In practice, transport has to use less and cleaner energy, 
better  exploit  a  modern  infrastructure  and  reduce  its  negative  impact  on  the 
environment and key natural assets like water, land and ecosystems. 

Curbing mobility is not an option.  

New transport patterns must emerge, according to which larger volumes of freight 
and greater numbers of travellers are carried jointly to their destination by the most 
efficient  (combination  of)  modes.  Individual  transport  is  preferably  used  for  the 
final  miles  of  the  journey  and  performed  with  clean  vehicles.  Information 
technology provides for simpler and more reliable transfers. Transport users pay for 
the full costs of transport in exchange for less congestion, more information, better 
service and more safety. Future development must rely on a number of strands: 

4 

5 
6 

A description of how transport could evolve up to 2050 if new policies did not intervene to modify the 
trends (reference scenario) can be found in Annex 3: “Reference scenario (2010-2050)” of the Impact 
Assessment on the White Paper on Transport. 
COM(2010)2020. 
COM(2011)109. 

EN 

5 

   EN 

 
                                                 
–  Improving  the  energy  efficiency  performance  of  vehicles  across  all  modes. 

Developing and deploying sustainable fuels and propulsion systems; 

–  Optimising the performance of multimodal logistic chains, including by making 
inherently  more  resource-efficient  modes,  where  other 

greater  use  of 
technological innovations may be insufficient (e.g. long distance freight); 

–  Using  transport  and  infrastructure  more  efficiently  through  use  of  improved 
traffic  management  and  information  systems  (e.g.  ITS,  SESAR,  ERTMS, 
SafeSeaNet,  RIS),  advanced  logistic  and  market  measures  such  as  full 
development of an integrated European railway market, removal  of  restrictions 
on cabotage, abolition of barriers to short sea shipping, undistorted pricing etc. 

Action cannot be delayed. Infrastructure takes many years to plan, build and equip 
–  and  trains,  planes  and  ships  last  for  decades  –  the  choices  we  make  today  will 
determine  transport  in  2050.  We  need  to  act  on  a  European  level  to  ensure  the 
transformation  of  transport  is  defined  together  with  our  partners  rather  than 
determined elsewhere in the world. 

Solving the problems identified above means meeting very difficult goals by 2050 – 
and  challenging  ones  by  2020/30  to  ensure  we  are  moving  in  the  right  direction. 
The scope for changing the way transport operates varies across transport segments, 
as  the  technological  options  for  each  segment  are  different.  In  the  following,  the 
Commission’s  vision  therefore  considers  three  major  transport  segments:  medium 
distances,  long  distances  and  urban  transport.  Delivery  of  this  will  rely  on  many 
actors  –  the  EU,  Member  States,  regions,  cities,  but  also  industry,  social  partners 
and citizens will have their part to play.  

20. 

21. 

2.2. 

An efficient core network for multimodal intercity travel and transport 

22. 

23. 

In the intermediate distances, new technologies are less mature and modal choices 
are  fewer  than  in  the  city.  However,  this  is  where  EU  action  can  have  the  most 
immediate impact (fewer constraints from subsidiarity or international agreements). 
More resource-efficient vehicles and cleaner fuels are unlikely to achieve on their 
own  the  necessary  cuts  in  emissions  and  they  would  not  solve  the  problem  of 
congestion. They need to be accompanied by the consolidation of large volumes for 
transfers  over  long  distances.  This  implies  greater  use  of  buses  and  coaches,  rail 
and  air  transport  for  passengers  and,  for  freight,  multimodal  solutions  relying  on 
waterborne and rail modes for long-hauls.  

Better  modal  choices  will  result  from  greater  integration  of  the  modal  networks: 
airports,  ports,  railway,  metro  and  bus  stations,  should  increasingly  be  linked  and 
transformed 
into  multimodal  connection  platforms  for  passengers.  Online 
information and electronic booking and payment  systems  integrating  all  means  of 
transport  should  facilitate  multimodal  travel.  An  appropriate  set  of  passengers’ 
rights has to accompany the wider use of collective modes. 

EN 

6 

   EN 

 
24. 

25. 

26. 

27. 

2.3. 

28. 

Freight shipments over short and medium distances (below some 300 km)7 will to a 
considerable extent remain on trucks. It is therefore important, besides encouraging 
alternative  transport  solutions  (rail,  waterborne  transport),  to  improve  truck 
efficiency,  via  the  development  and  the  uptake  of  new  engines  and  cleaner  fuels, 
the  use  of  intelligent  transport  systems  and  further  measures  to  enhance  market 
mechanisms.  

In longer distances, options for road decarbonisation are more limited, and freight 
multimodality  has  to  become  economically  attractive  for  shippers.  Efficient  co-
modality is needed. The EU needs specially developed freight corridors optimised 
in terms of energy use and emissions, minimising environmental impacts, but also 
attractive  for 
low  operating  and 
administrative costs.  

limited  congestion  and 

their  reliability, 

Rail,  especially  for  freight,  is  sometimes  seen  as  an  unattractive  mode.  But 
examples  in  some  Member  States  prove  that  it  can  offer  quality  service.  The 
challenge  is  to  ensure  structural  change  to  enable  rail  to  compete  effectively  and 
take  a  significantly  greater  proportion  of  medium  and  long  distance  freight  (and 
also passengers – see below). Considerable investment will be needed to expand or 
to upgrade the capacity of the rail network. New rolling stock with silent brakes and 
automatic couplings should gradually be introduced.  

On  the  coasts,  more  and  efficient  entry  points  into  European  markets  are  needed, 
avoiding  unnecessary  traffic  crossing  Europe.  Seaports  have  a  major  role  as 
logistics centres and require efficient hinterland connections. Their development is 
vital to handle increased volumes of freight both by short sea shipping within the 
EU and with the rest of the world. Inland waterways, where unused potential exists, 
have to play an increasing role in particular in moving goods to the hinterland and 
in linking the European seas. 

A  global  level-playing  field  for  long-distance  travel  and  intercontinental 
freight 

The maritime and aviation sectors are inherently global. Improving the efficiency of 
aircraft and traffic management operations has to be pursued in the air sector. It will 
secure  a  competitive  advantage  on  top  of  reducing  emissions;  attention  is  needed 
however  to  avoid  imposing  excessive  burdens  on  EU  operations  which  could 
compromise  the  EU  role  as  ‘global  aviation  hub’.  Airport  capacity  needs  to  be 
optimised and, where necessary, increased to face growing demand for travel to and 
from third countries and areas of Europe otherwise poorly connected, which could 
result in a more than doubling of EU air transport activities by 2050. In other cases, 
(high  speed)  rail  should  absorb  much  medium  distance  traffic.  The  EU  aviation 
industry  should  become  a  frontrunner  in  the  use  of  low-carbon  fuels  to  reach  the 
2050 target. 

7 

More than half of all goods (in terms of weight) in road transport are moved over distances below 50 
km  and  more  than  three  quarters  over  distances  below  150  km,  according  to  calculations  based  on 
Eurostat data.  

EN 

7 

   EN 

 
                                                 
29. 

In  maritime, the need for a global level-playing field is equally pronounced8.  The 
EU should strive – in cooperation with IMO and other international organisations – 
for the universal application and enforcement of high standards of safety, security, 
environmental  protection  and  working  conditions,  and  for  eliminating  piracy.  The 
environmental  record  of  shipping  can  and  must  be  improved  by  both  technology 
and  better  fuels  and  operations:  overall,  the  EU  CO2  emissions  from  maritime 
transport should be cut by 40% (if feasible 50%) by 2050 compared to 2005 levels. 

2.4. 

Clean urban transport and commuting 

30. 

31. 

32. 

33. 

In cities, switching to cleaner transport is facilitated by the lower requirements for 
vehicle  range  and  higher  population  density.  Public  transport  choices  are  more 
widely  available,  as  well  as  the  option  of  walking  and  cycling.  Cities  suffer  most 
from congestion, poor air quality and noise exposure. Urban transport is responsible 
for  about  a  quarter  of  CO2  emissions  from  transport,  and  69%  of  road  accidents 
occur in cities. The gradual phasing out of ‘conventionally-fuelled’9 vehicles from 
the  urban  environment  is  a  major  contribution  to  significant  reduction  of  oil 
dependence,  greenhouse  gas  emissions  and  local  air  and  noise  pollution.  It  will 
have  to  be  complemented  by  the  development  of  appropriate  fuelling/charging 
infrastructure for new vehicles. 

A  higher  share  of  travel  by  collective  transport,  combined  with  minimum  service 
obligations,  will  allow  increasing  the  density  and  frequency  of  service,  thereby 
generating a virtuous circle for public transport modes.  Demand management and 
land-use  planning  can  lower  traffic  volumes.  Facilitating  walking  and  cycling 
should become an integral part of urban mobility and infrastructure design. 

The  use  of  smaller,  lighter  and  more  specialised  road  passenger  vehicles  must  be 
encouraged.  Large  fleets  of  urban  buses,  taxis  and  delivery  vans  are  particularly 
suitable  for  the  introduction  of  alternative  propulsion  systems  and  fuels.  These 
could  make  a  substantial  contribution  in  reducing  the  carbon  intensity  of  urban 
transport while providing a test bed for new technologies and opportunity for early 
market  deployment.  Road  pricing  and  the  removal  of  distortions  in  taxation  can 
also assist in encouraging the use of public transport and the gradual introduction of 
alternative propulsion.  

The  interface  between  long  distance  and  last-mile  freight  transport  should  be 
organised  more  efficiently.  The  aim  is  to  limit  individual  deliveries,  the  most 
‘inefficient’ part of the journey, to the shortest possible route. The use of Intelligent 
Transport  Systems  contributes  to  real-time  traffic  management,  reducing  delivery 
times and congestion for last mile distribution. This could be performed with low-
emission urban trucks. The use of electric, hydrogen and hybrid technologies would 
not only reduce air emissions, but also noise, allowing a greater portion of freight 
transport  within  the  urban  areas  to  take  place  at  night  time.  This  would  ease  the 
problem of road congestion during morning and afternoon peak hours. 

8 

9 

The  EU  has  developed  an  Integrated  Maritime  Policy  which  puts  maritime  transport  in  a  wider 
context of governance, competitiveness and regional strategies. Cf. COM(2009)540. 
The  term  ‘conventionally  fuelled’  refers  to  vehicles  using  non-hybrid,  internal  combustion  engines 
(ICE). 

EN 

8 

   EN 

 
                                                 
2.5. 

Ten  Goals  for  a  competitive  and  resource  efficient  transport  system: 
benchmarks for achieving the 60% GHG emission reduction target  

Developing and deploying new and sustainable fuels and propulsion systems 

(1) 

(2) 

Halve  the  use  of  ‘conventionally-fuelled’  cars  in  urban  transport  by  2030;  phase 
them out in cities by 2050; achieve essentially CO2-free city logistics in major urban 
centres by 203010. 

Low-carbon sustainable fuels in aviation to reach 40% by 2050; also by 2050 reduce 
EU CO2 emissions from maritime bunker fuels by 40% (if feasible 50%11). 

Optimising  the  performance  of  multimodal  logistic  chains,  including  by  making 
greater use of more energy-efficient modes 

(3) 

(4) 

(5) 

(6) 

30%  of  road  freight  over  300  km  should  shift  to  other  modes  such  as  rail  or 
waterborne  transport  by  2030,  and  more  than  50%  by  2050,  facilitated  by  efficient 
and  green  freight  corridors.  To  meet  this  goal  will  also  require  appropriate 
infrastructure to be developed. 

By  2050,  complete  a  European  high-speed  rail  network.  Triple  the  length  of  the 
existing high-speed rail network by 2030 and maintain a dense railway network in all 
Member States. By 2050 the majority of medium-distance passenger transport should 
go by rail. 

A fully functional and EU-wide multimodal TEN-T ‘core network’ by 2030, with a 
high  quality  and  capacity  network  by  2050  and  a  corresponding  set  of  information 
services. 

By 2050, connect all core network airports to the rail network, preferably high-speed; 
ensure that all core seaports are sufficiently connected to the rail freight and, where 
possible, inland waterway system. 

Increasing  the  efficiency  of  transport  and  of  infrastructure  use  with  information 
systems and market-based incentives  

Deployment  of  the  modernised  air  traffic  management  infrastructure  (SESAR12)  in 
Europe  by  2020  and  completion  of  the  European  Common  Aviation  Area. 
Deployment  of  equivalent  land  and  waterborne  transport  management  systems 
(ERTMS13,  ITS14,  SSN  and  LRIT15,  RIS16).  Deployment  of  the  European  Global 
Navigation Satellite System (Galileo). 

This would also substantially reduce other harmful emissions.  
Cf. Commission Communication “A Roadmap for moving to a competitive low carbon economy in 
2050”, COM (2011)112. 
In accordance with the European ATM Master plan: 

12 
http://ec.europa.eu/transport/air/sesar/deployment_en.htm 
13 

In  accordance  with  the  European  Deployment  plan  for  ERTMS:  cf.  Commission  Decision 
C(2009)561. 
In accordance with the EasyWay 2 Implementation Plan: cf. Commission Decision C(2010) 9675.  
Directive 2002/59/EC establishing a Community vessel traffic monitoring and information system (OJ 
L 208 of 5.8.2002), as amended by Directive 2009/17/EC (OJ L 131 of 28.5.2009). 

(7) 

10 
11 

14 
15 

EN 

9 

   EN 

 
                                                 
(8) 

(9) 

By 2020, establish the framework for a European multimodal transport information, 
management and payment system. 

By 2050, move close to zero fatalities in road transport. In line with this goal, the EU 
aims at halving road casualties by 2020. Make sure that the EU is a world leader in 
safety and security of transport in all modes of transport. 

(10)  Move  towards  full  application  of  “user  pays”  and  “polluter  pays”  principles  and 
private  sector  engagement  to  eliminate  distortions,  including  harmful  subsidies, 
generate revenues and ensure financing for future transport investments. 

3. 

34. 

THE STRATEGY – WHAT NEEDS TO BE DONE 

Implementing the above vision requires an efficient framework for transport users 
and  operators,  an  early  deployment  of  new  technologies  and  the  development  of 
adequate infrastructure:  

–  Obstacles  to  a  smooth  functioning  of  and  effective  competition  in  the  internal 
market  persist.  The  objective  for  the  next  decade  is  to  create  a  genuine  Single 
European Transport Area by eliminating all residual barriers between modes and 
national systems, easing the process of integration and facilitating the emergence 
of  multinational  and  multimodal  operators.  A  vigilant  enforcement  of  the 
competition rules across all transport modes will complement the Commission’s 
actions in this area. A higher degree of convergence and enforcement of social, 
safety, security and environmental rules, minimum service standards and users’ 
rights  must  be  an  integral  part  of  this  strategy,  in  order  to  avoid  tensions  and 
distortions. 

–  Innovation is essential for this strategy17. EU research needs to address the full 
cycle  of  research,  innovation  and  deployment  in  an  integrated  way  through 
focusing  on  the  most  promising  technologies  and  bringing  together  all  actors 
involved18.  Innovation  can  also  play  a  role  in  promoting  more  sustainable 
behaviour. 

–  The efforts towards a more competitive and sustainable transport system need to 
include  a  reflection  on  the  required  characteristics  of  the  network  and  must 
foresee  adequate  investments:  EU  transport  infrastructure  policy  needs  a 
common  vision  and  sufficient  resources.  The  costs  of  transport  should  be 
reflected in its price in an undistorted way. 

35. 

A  list  of  initiatives  foreseen  is  provided  in  Annex  I  to  this  Communication.  The 
Commission  working  document  that  accompanies  the  Communication  provides 
further details. 

16 
17 

18 

Cf. Directive 2005/44/EC. 
Cf.  Commission  Communication  “Innovation  Union”,  COM(2010)546  and  Commission 
Communication on “A Digital Agenda for Europe”, COM(2010)245/2. 
As regards clean and efficient vehicles, policy will be guided by Communication 2010/0186, which 
sets out a technologically neutral approach between alternative fuels for internal combustion engines, 
electric and hydrogen fuel cell vehicles. 

EN 

10 

   EN 

 
                                                                                                                                                      
3.1. 

A Single European Transport Area 

36. 

37. 

38. 

39. 

A  Single  European  Transport  Area  should  ease  the  movements  of  citizens  and 
freight,  reduce  costs  and  enhance  the  sustainability  of  European  transport.  The 
Single  European  Sky  needs  to  be  implemented  as  foreseen,  and  already  in  2011 
the  Commission  will  address  the  capacity and  quality  of  airports.  The  area  where 
bottlenecks are still most evident is the internal market for rail services, which must 
be completed as a priority in order to achieve a Single European Railway Area. 
This includes the abolishment of technical, administrative and legal obstacles which 
still  impede  entry  to  national  railway  markets.  A  further  integration  of  the  road 
freight  market  will  render  road  transport  more  efficient  and  competitive.  For 
maritime  transport,  a  “Blue  Belt”  in  the  seas  around  Europe  shall  simplify  the 
formalities for ships travelling between EU ports, and a suitable framework must be 
established  to  take  care  of  European  tasks  for  inland  waterway  transport.  Market 
access to ports needs to be further improved.  

Market  opening  needs  to  go  hand  in  hand  with  quality  jobs  and  working 
conditions,  as  human  resources  are  a  crucial  component  of  any  high  quality 
transport  system.  It  is  also  widely  known  that  labour  and  skill  shortages  will 
become a serious concern for transport in the future. It will be important to align the 
competitiveness  and  the  social  agenda,  building  on  social  dialogue,  in  order  to 
prevent social conflicts, which have proved to cause significant economic losses in 
a number of sectors, most importantly aviation. 

Transport security is high on the EU’s agenda. The EU’s comprehensive approach 
of policy, legislation and monitoring of air and maritime transport security should 
be  further  consolidated  and  strengthened  through  cooperation  with  major 
international  partners.  For  passenger  security,  screening  methods  need  to  be 
improved in order to ensure high security levels with minimum hassle. A risk based 
approach to the security of cargo originating outside the EU should be considered. 
There  is  also  a  need  to  find  an  appropriate  European  approach  to  land  transport 
security in those areas where EU action has an added value.  

Setting  the  framework  for  safe  transport  is  essential  for  the  European  citizen.  A 
European  Strategy  for  civil  aviation  safety  will  be  developed,  which  includes 
adaptation to new technologies and, obviously, international cooperation with main 
partners.  In  maritime  transport,  passenger  ship  safety  needs  to  be  proactively 
addressed. The Vessel Traffic Monitoring and Information System SafeSeaNet will 
become  the  core  of  all  relevant  maritime  information  tools  supporting  maritime 
transport  safety  and  security,  as  well  as  the  protection  of  the  environment  from 
ship-source  pollution.  It  will  thus  provide  the  essential  contribution  to  the 
establishment of a common information sharing environment for the surveillance of 
the EU maritime domain19 and support the creation of a common maritime space. 
For  rail  transport,  the  harmonisation  and  supervision  of  safety  certification  are 
essential  in  a  Single  European  Railway  Area.  In  these  three  transport  sectors,  the 
European aviation, maritime and rail safety agencies which were set up in the last 
decade play an indispensable role. 

19 

COM(2009)538 and COM(2010)584. 

EN 

11 

   EN 

 
                                                 
40. 

41. 

42. 

Even though the number of road fatalities in the EU was almost halved in the past 
decade,  34,500  people  were  killed  on  EU  roads  in  2009.  Initiatives  in  the  area  of 
technology,  enforcement,  education  and  particular  attention  to  vulnerable  road 
users will be key to drastically reduce these losses of lives even further.  

The  quality,  accessibility  and  reliability  of  transport  services  will  gain 
increasing  importance  in  the  coming  years,  inter  alia  due  to  the  ageing  of  the 
population  and  the  need  to  promote  public  transport.  Attractive  frequencies, 
comfort, easy access, reliability of services, and intermodal integration are the main 
characteristics  of  service  quality.  The  availability  of  information  over  travelling 
time  and  routing  alternatives  is  equally  relevant  to  ensure  seamless  door-to-door 
mobility, both for passengers and for freight.  

The  EU  has  already  established  a  comprehensive  set  of  passengers’  rights  which 
will  be  further  consolidated.  Following  the  ash  cloud  crisis  and  the  experience  of 
extreme  weather  events  in  2010,  it  has  become  evident  that  Mobility  Continuity 
Plans may be required to preserve the mobility of passengers and goods in a crisis 
situation.  These  events  also  demonstrated  the  need  for  the  increased  resilience  of 
the transport system through scenario development and disaster planning. 

3.2. 

Innovating for the future – technology and behaviour 

A European Transport research, innovation and deployment strategy 

43. 

44. 

45. 

‘Growing out of oil’ will not be possible relying on a single technological solution. 
It requires a new concept of mobility, supported by a cluster of new technologies as 
well as more sustainable behaviour.  

Technological  innovation  can  achieve  a  faster  and  cheaper  transition  to  a  more 
efficient and sustainable European transport system by acting on three main factors: 
vehicles’ efficiency through new engines, materials and design; cleaner energy use 
through  new  fuels  and  propulsion  systems;  better  use  of  network  and  safer  and 
more  secure  operations  through  information  and  communication  systems.  The 
synergies  with  other  sustainability  objectives  such  as  the  reduction  of  oil 
dependence, the competitiveness of Europe’s automotive industry as well as health 
benefits, especially  improved  air  quality  in  cities,  make  a  compelling  case  for  the 
EU  to  step  up  its  efforts  to  accelerate  the  development  and  early  deployment  of 
clean vehicles. 

Transport research and innovation policy should increasingly support in a coherent 
way  the  development  and  deployment  of  the  key  technologies  needed  to  develop 
the  EU  transport  system  into  a  modern,  efficient  and  user-friendly  system.  To  be 
more  effective,  technological  research  needs  to  be  complemented  with  a  systems’ 
approach, taking care of infrastructure and regulatory requirements, coordination of 
multiple actors and large demonstration projects to encourage market take-up. The 
Commission  will  devise  an  innovation  and  deployment  strategy  for  the  transport 
sector, in close cooperation with the Strategic Energy Technology Plan (SET-plan), 
identifying appropriate governance and financing instruments, in order to ensure a 
rapid deployment of research results. 

EN 

12 

   EN 

 
46. 

47. 

This will also concern the deployment of smart mobility systems developed through 
EU-funded  research,  such  as  the  air  traffic  management  system  of  the  future 
(SESAR),  the  European  rail  traffic  management  system  (ERTMS)  and  rail 
information  systems,  maritime  surveillance  systems 
(SafeSeaNet),  River 
Information  Services  (RIS),  intelligent  transport  systems  (ITS),  and  interoperable 
interconnected  solutions  for 
transport 
management and information systems (including for charging). It will also require 
an  investment  plan  for  new  navigation,  traffic  monitoring  and  communication 
services.  Of  equal  importance  is  research  and  innovation  in  the  field  of  vehicle 
propulsion technologies and alternative fuels (Green car initiative, Clean Sky). 

the  next  generation  of  multimodal 

Innovation  and  deployment  need  to  be  supported  by  regulatory  framework 
conditions. Protection of privacy and personal data will have to develop in parallel 
with  the  wider  use  of  information  technology  tools.  Standardisation  and 
interoperability 
level,  will  avoid 
technological  fragmentation  and  enable  European  businesses  to  fully  benefit  from 
the entire European transport market, and to create worldwide market opportunities. 

requirements, 

including  at 

international 

Innovative mobility patterns 

48. 

49. 

New  mobility  concepts  cannot  be  imposed.  To  promote  more  sustainable 
behaviour, better mobility planning has to be actively encouraged. Information on 
all  modes  of  transport,  both  for  travel  and  freight,  on  possibilities  for  their 
combined use and on their environmental impact, will need to be widely available. 
Smart  inter-modal  ticketing,  with  common  EU  standards  that  respect  EU 
competition  rules  is  vital.  This  relates  not  only  to  passenger  transport  but  also 
freight,  where  better  electronic  route  planning  across  modes,  adapted  legal 
environment (inter-modal freight documentation, insurance, liability) and real time 
delivery  information  also  for  smaller  consignments  is  needed.  ICT  has  also  the 
potential for satisfying certain accessibility needs without additional mobility. 

In  the  urban  context,  a  mixed  strategy  involving  land-use  planning,  pricing 
schemes,  efficient  public  transport  services  and  infrastructure  for  non-motorised 
modes and charging/refuelling of clean vehicles is needed to reduce congestion and 
emissions.  Cities  above  a  certain  size  should  be  encouraged  to  develop  Urban 
Mobility Plans, bringing all those elements together. Urban Mobility Plans should 
be fully aligned with Integrated Urban Development Plans. An EU-wide framework 
will be needed in order to make interurban and urban road user charging schemes 
interoperable.  

3.3.  Modern infrastructure, smart pricing and funding 

A European Mobility Network 

50. 

Europe  needs  a  ‘core  network’  of  corridors,  carrying  large  and  consolidated 
volumes  of  freight  and  passengers  traffic with  high  efficiency and  low emissions, 
thanks  to  the  extensive  use  of  more  efficient  modes  in  multimodal  combinations 
and  the  wide  application  of  advanced  technologies  and  supply  infrastructure  for 
clean fuels. 

EN 

13 

   EN 

 
51. 

52. 

53. 

54. 

55. 

56. 

57. 

20 

Despite  EU  enlargement,  large  divergences  in  terms  of  transport  infrastructure 
remain between eastern and western parts of the EU, which need to be tackled. The 
European continent needs to be united also in terms of infrastructure.  

Within this core network, information technology tools should be widely deployed 
to  simplify  administrative  procedures,  provide  for  cargo  tracking  and  tracing,  and 
optimise schedules and traffic flows (e-Freight). Their uptake should be encouraged 
by requiring their deployment on TEN-T infrastructure and a gradual integration of 
modal systems.  

The core network must ensure efficient multi-modal links between the EU capitals 
and other main cities, ports, airports and key land border crossing, as well as other 
main economic centres. It should focus on the completion of missing links – mainly 
cross-border  sections  and  bottlenecks/bypasses  –  on  the  upgrading  of  existing 
infrastructure  and  on  the  development  of  multimodal  terminals  at  sea  and  river 
ports and on city logistic consolidation centres. Better rail/airport connections must 
be devised for long distance travel. The Motorways of the Sea will be the maritime 
dimension of the core network. 

The  selection  of  projects  eligible  for  EU  funding  must  reflect  this  vision  and  put 
greater  emphasis  on  European  added  value.  Co-funded  projects  should  equally 
reflect  the  need  for  infrastructure  that  minimises  the  impact  on  the  environment, 
that  is  resilient  to  the  possible  impact  of  climate  change  and  that  improves  the 
safety and security of users. 

A well-performing transport network requires substantial resources. The cost of EU 
infrastructure development to match the demand for transport has been estimated at 
over € 1.5  trillion for 2010-2030. The comple tion of the  TEN-T  network requires 
about € 550 billion until 2020 out of which some € 215 billion can be referred to 
the removal of the main bottlenecks. This does not include investment in vehicles, 
equipment  and  charging  infrastructure  which  may  require  an  additional  trillion  to 
achieve the emission reduction goals for the transport system. 

Diversified  sources  of  finance  both  from  public  and  private  sources  are  required. 
Better  coordination  of  the  Cohesion  and  Structural  Funds  with  transport  policy 
objectives  is  needed,  and  Member  States  need  to  ensure  that  sufficient  national 
funding  is  available  in  their  budgetary  planning,  as  well  as  sufficient  project 
planning and implementation capacities. Other sources of funding to be considered 
include  schemes  for  the  internalisation  of  external  costs  and  infrastructure  use 
charges20,  which  could  create  additional  revenue  streams  making  infrastructure 
investments more attractive to private capital.  

Unlocking the potential of private finances equally requires an improved regulatory 
framework  and 
instruments.  Project  assessment  and 
authorisation must be carried out in an efficient and transparent manner that limits 
time, cost and uncertainty. New financing instruments, for example the EU project 

innovative 

financial 

In  its  Communication  on  the  Strategy  for  the  internalisation  of  external  costs  (SEC(2008)2207, 
accompanying COM(2008)435) the Commission has laid down a common methodology to charge all 
external costs across the whole transport sector. 

EN 

14 

   EN 

 
                                                 
bonds21  initiative,  can  support  Private  Public  Partnerships  (PPP)  financing  on  a 
bigger scale.  

Getting prices right and avoiding distortions 

58. 

59. 

60. 

61. 

62. 

Price signals play a crucial role in many decisions that have long-lasting effects on 
the  transport  system.  Transport  charges  and  taxes  must  be  restructured  in  the 
direction of wider application of the ‘polluter-pays’ and ‘user-pays’ principle. They 
should  underpin  transport’s  role  in  promoting  European  competitiveness  and 
cohesion objectives, while the overall burden for the sector should reflect the total 
costs of transport including infrastructure and external costs. Wider socioeconomic 
benefits  and  positive  externalities  justify  some  level  of  public  funding,  but  in  the 
future,  transport  users  are  likely  to  pay  for  a  higher  proportion  of  the  costs  than 
today.  It  is  important  that  correct  and  consistent  monetary  incentives  are  given  to 
users, operators and investors. 

The internalisation of externalities, the elimination of tax distortions and unjustified 
subsidies  and  free  and  undistorted  competition  are  therefore  part  of  the  effort  to 
align market choices with sustainability needs (and to reflect the economic costs of 
‘non-sustainability’).  They  are  also  necessary  to  establish  a  level  playing  field 
between modes which are in direct competition.  

As  regards  GHG  emissions,  two  main  market-based  instruments  are  being  used: 
energy taxation and emission trading systems. Taxation is currently applied to fuels 
used in land transport, while the ETS applies to electricity use and, as of 2012, to 
aviation.  The  revision  of  the  Energy  Taxation  Directive  will  be  an  opportunity  to 
ensure  better  coherence  between  the  two  instruments.  At  the  same  time,  the  EU 
urges a decision in IMO on a global instrument to be applied to maritime transport, 
where climate change costs are currently not internalised22. 

The cost of local externalities such as noise, air pollution and congestion could be 
internalised  through  charging  for  the  use  of  infrastructure.  The  Commission’s 
recent  proposal  to  amend  the  so-called  ‘Eurovignette  Directive’  represents  a  first 
step towards a higher degree of internalisation of costs generated by heavy goods 
vehicles,  but  disparities  in  national  road  charging  policies  will  remain.  Further 
action  will  examine  the  gradual  phasing  in  of  a  mandatory  harmonised 
internalisation  system  for  commercial  vehicles  on  the  entire  inter-urban  network, 
putting  an  end  to  the  current  situation  whereby  international  hauliers  need  the 
Eurovignette, 5 national vignettes and 8 different tags and tolling contracts to drive 
unhindered on Europe's tolled roads. 

For passenger cars, road charges are increasingly considered as an alternative way 
to  generate  revenue  and  influence  traffic  and  travel  behaviour.  The  Commission 
will develop guidelines for the application of internalisation charges to all vehicles 
and  for  all  main  externalities.  The  long-term  goal  is  to  apply  user  charges  to  all 
vehicles  and  on  the  whole  network  to  reflect  at  least  the  maintenance  cost  of 
infrastructure, congestion, air and noise pollution. 

21 
22 

COM(2010)700. 
Cf. also Directive 2009/29/EC, recital 3. 

EN 

15 

   EN 

 
                                                 
63. 

64. 

In parallel, and before 2020, the Commission will develop a common approach for 
the internalisation of noise and local pollution costs on the whole rail network.  

Many  branches  of  transport  are  treated  favourably  in  terms  of  taxation,  in 
comparison  to  the  rest  of  the  economy:  tax  treatment  of  company  cars,  VAT  and 
energy tax exemptions on international sea and air transport, etc. Generally, these 
arrangements provide conflicting incentives with respect to the efforts to improve 
the  efficiency  of  the  transport  system  and  reduce  its  external  costs.  The 
Commission  will  examine  proposals  to  achieve  greater  consistency  between  the 
various  elements  of  transport  taxation  and  to  encourage  the  rapid  introduction  of 
clean vehicles.  

3.4. 

The external dimension 

65. 

Transport is fundamentally international. Because of this, most actions in the Road 
Map are linked to challenges related to the development of transport beyond the EU 
borders.  Opening  up  third  country  markets  in  transport  services,  products  and 
investments  continues  to  have  high  priority.  Transport  is  therefore  included  in  all 
our  trade  negotiations  (WTO,  regional  and  bilateral).  Flexible  strategies  will  be 
adopted to ensure the EU’s role as a standard setter in the transport field. 

66. 

To that end, the Commission will focus on the following areas of actions: 

–  Extend internal market rules through work in international organisations (ICAO, 
IMO, OTIF, OSJD, UNECE, the international river commissions etc) and where 
relevant attain full EU membership. Promote European safety, security, privacy 
and  environmental  standards  worldwide  through  bilateral  and  multilateral 
cooperation. Reinforce the transport dialogue with main partners. 

–  Extend  our  transport  and  infrastructure  policy  to  our  immediate  neighbours, 
including in the preparation of mobility continuity plans, to deliver closer market 
integration23.  A  cooperation  framework  similar  to  on  the  Western  Balkan 
Transport  Treaty  could  be  used  to  extend  EU  rules  to  other  neighbouring 
countries. Complete the European Common aviation area of 58 countries and 1 
billion  inhabitants24.  Cooperate  with  the  Mediterranean  partners  in  the 
implementation  of  a  Mediterranean  Maritime  Strategy  to  enhance  maritime 
safety,  security  and  surveillance25.  Promote  SESAR,  ERTMS  and  ITS 
technology  deployment  in  the  world,  and  establish  research  and  innovation 
partnerships also at international level. 

–  Promote  our  approach  globally:  opening  up  transport  markets  to  free  and 
undistorted competition and environmentally sustainable solutions. Continue to 
aim  at  greater  market  access  in  transport  in  all  relevant  international 
negotiations. 

23 

24 

25 

Cf.  also  Commission  Communication  on  “Partnership  between  the  European  Union  and  Africa” 
COM(2009)301. 
This  includes  the  Euro-Mediterranean  aviation  area  (Cf.  Commission  Communication  on  “A 
partnership for democracy and prosperity with the southern Mediterranean” COM(2011)200), but also 
other Neighbourhood Countries. 
Cf. COM(2011)200. 

EN 

16 

   EN 

 
                                                 
4. 

67. 

CONCLUSION 

A transformation of the European transport system will only be possible through a 
combination of manifold initiatives at all levels. The various actions and measures 
indicated in this Road Map will be further elaborated. The Commission will prepare 
appropriate  legislative  proposals  in  the  next  decade  with  key  initiatives  to  be  put 
forward  during  the  current  mandate.  Each  of  its  proposals  will  be  preceded  by  a 
thorough impact assessment, considering EU added value and subsidiarity aspects. 
The  Commission  will  ensure  its  actions  increase  the  competitiveness  of  transport 
while  delivering  the  minimum  60%  reduction  of  GHG  emissions  from  transport 
needed  by  2050,  orienting  itself  along  the  ten  goals  which  should  be  seen  as 
benchmarks. 

68. 

The  Commission  invites the European Parliament and the Council to endorse this 
Road  Map  to  a  Single  European  Transport  Area  –  Towards  a  competitive  and 
resource efficient transport system and the attached list of actions. 

EN 

17 

   EN 

 
Annex I: List of initiatives 

1. 

AN EFFICIENT AND INTEGRATED MOBILITY SYSTEM 

1.1. 

A Single European Transport Area 

1. A true internal market for rail services 

•  Open the domestic rail passengers market to competition, including mandatory award of 

public service contracts under competitive tendering. 

•  Achieve  a  single  vehicle  type  authorisation  and  a  single  railway  undertaking  safety 

certification by reinforcing the role of the European Railway Agency (ERA). 

•  Develop  an  integrated  approach  to  freight  corridor  management,  including  track  access 

charges. 

•  Ensure  effective  and  non-discriminatory  access  to  rail  infrastructure,  including  rail-
related  services,  in  particular  through  structural  separation  between  infrastructure 
management and service provision26. 

2. Completion of the Single European Sky 

•  Achieve  a  truly  seamless  Single  European  Sky  and  deploy  the  future  air  traffic 

management system (SESAR) in the agreed timeframe. 

•  Establish  the  appropriate  legal  and  financial  framework  to  support  the  Single  European 
Sky policy, consolidate the relationship between the European Union and Eurocontrol. 

3. Capacity and quality of airports 

•  Revise the Slot Regulation to favour more efficient use of airport capacity. 

•  Clarify  and  improve  conditions  to  enter  and  provide  quality  services,  including 
groundhandling:  ensure  that  all  actors  in  an  airport  system  meet  minimum  quality 
standards. 

•  Airport Capacity – develop an approach to deal with future capacity problems including 

better integration with the railway network. 

4. A maritime “Blue Belt” and market access to ports 

The European Maritime Transport Space without Barriers should be further developed into a 
“Blue  Belt”  of  free  maritime  movement  in  and  around  Europe,  and  waterborne  transport 
should be used to its full potential. 

26 

The  preferred  options  for  unbundling  should  ensure  the  development  of  competition,  continued 
investment and efficiency in the cost of service provision. 

EN 

18 

   EN 

 
                                                 
•  Integrate  the  use  of  monitoring  tools  by  all  relevant  authorities,  ensure  the  full 
interoperability between ICT systems in the waterborne sectors, guarantee the monitoring 
of vessels and freight (Blue Belt) and set up appropriate port facilities (“Blue Lanes”). 

•  Establish a framework for the granting of Pilot Exemption Certificates in EU ports. 

•  Review restrictions on provision for port services. 

•  Enhance the transparency on ports’ financing, clarifying the destination of public funding 

to the different port activities, with a view to avoid any distortion of competition. 

5. A suitable framework for inland navigation 

•  Establish an appropriate framework to optimise the Internal Market for Inland waterway 
transport,  and  to  remove  barriers  that  prevent  its  increased  use.  Assess  and  define  the 
necessary  tasks  and  mechanisms  for  their  execution,  also  with  a  view  to  the  wider 
European context. 

6. Road freight 

•  Review the market situation of road freight transport as well as the degree of convergence 
on,  among  others,  road  user  charges,  social  and  safety  legislation,  transposition  and 
enforcement  of  legislation  in  the  Member  States,  with  a  view  to  further  opening  road 
transport  markets.  In  particular,  the  elimination  of  remaining  restrictions  on  cabotage 
should be pursued. 

•  Review the rules on the tachograph to make it more cost-effective, give access to the EU 
register  on  road  transport  undertakings  to  police  and  enforcement  officers  when  they 
carry  out  roadside  checks;  harmonise  sanctions  for  infringement  to  EU  rules  on 
professional transport; harmonise training of enforcement officers. 

•  Adapt  the  legislation  on  weight  and  dimension  to  new  circumstances,  technologies  and 
needs  (e.g.  weight  of  batteries,  better  aerodynamic  performance),  and  to  make  sure  it 
facilitates  intermodal  transport  and  the  reduction  of  overall  energy  consumption  and 
emissions. 

7. Multimodal transport of goods: e-Freight 

Create  the  appropriate  framework  to  allow  tracing  goods  in  real  time,  ensure  intermodal 
liability and promote clean freight transport:  

•  Put  in  practice  the  concepts  of  ‘single  window’  and  ‘one-stop  administrative  shop’;  by 
creating  and  deploying  a  single  transport  document  in  electronic  form  (electronic 
waybill),  and  creating  the  appropriate  framework  for  the  deployment  of  tracking  and 
tracing technologies, RFID etc.). 

•  Ensure that liability regimes promote rail, waterborne and intermodal transport. 

EN 

19 

   EN 

 
1.2. 

Promoting quality jobs and working conditions 

8. Social code for mobile road transport workers 

•  Encourage and support the dialogue between social partners in view of an agreement on a 
social code for mobile road transport workers, addressing also the problem of disguised 
self-employment. 

9. A Social Agenda for maritime transport 

•  Implement  the measures identified  for action in the Maritime Social Agenda, following 
up  to  the  Commission’s  Strategic  goals  and  recommendations  for  the  EU’s  maritime 
transport policy until 2018. 

•  Enhance the enforcement of the Maritime Labour Convention (MLC) of the International 
Labour Organization (ILO) with regard to Flag States, Port States and labour supplying 
States. 

•  Include all or part of the currently excluded seagoing workers within the scope of several 
EU labour law directives or grant them an equivalent level of protection by other means.  

•  Update  the  seafarers  training  Directive  (2008/106/EC)  following  a  revision  of  the 
International  Maritime  Organization  (IMO)  Convention  on  the  training  and  the 
certification  of  seafarers  (STCW  Convention).  Establish  a  mutually  recognisable 
framework on the training of port workers in different fields of port activities. 

10. A socially responsible aviation sector 

•  Establish  a  mechanism  to  analyse  the  impact  of  regulatory  developments  on  working 

conditions in the air transport sector. 

•  Establish Europe-wide minimum service and quality standards for workers in the whole 
aviation  value  chain  (including  ATM  and  ground  handling).  Encourage  the  European 
social  partners  to  address  the  issue  of  prevention  of  conflicts  and  of  disturbance  of 
minimum service in the whole aviation value chain. 

11. An evaluation of the EU approach to jobs and working conditions across transport 
modes 

•  Conduct an appraisal of the sectoral social dialogue processes taking place in the various 
segments of the transport sector to the end of improving social dialogue and facilitating 
its effectiveness. 

•  Ensure  employee  involvement,  in  particular  through  European  Works  Councils,  in 

transnational companies in the sector. 

•  Address  quality  of  work  in  all  transport  modes,  with  respect  to,  notably,  training, 
certification, working conditions and career development, with a view to creating quality 
jobs,  developing  the  necessary  skills  and  strengthening  the  competitiveness  of  EU 
transport operators. 

EN 

20 

   EN 

 
1.3. 

Secure Transport 

12. Cargo security 

•  Implement the Action Plan on Strengthening Air Cargo Security, define new rules on Air 

Cargo screening as necessary and enhanced security of cargo in ports. 

•  Complete an EU-wide one-stop security system for air cargo. 

13. High levels of passenger security with minimum hassle 

Promote  improved  screening  methods,  fully  respecting  fundamental  rights;  such  methods 
should underpin  development  of  a ‘Check point of the future’ – such as security  corridors 
which would allow a high number of passengers being controlled with minimum hassle and 
intrusion.  They  should  also  support  security  provision  in  other  vulnerable  areas  such  as 
major transport interchanges.  

•  Promote,  also  through  funding,  the  development  of  more  effective  and  privacy-friendly 
technologies  (scanners,  detectors  of  new  explosives,  smart  chips,  etc)  as  well  as  more 
privacy-friendly solutions in existing technologies. 

•  Define  common  detection  performance  standards  and  certifications  procedures  for 

detection equipment. 

14. Land transport security 

•  Work with Member States on the security of land transport, establishing as a first step a 
permanent  expert  group  on  land  transport  security  and  introducing  further  measures 
where EU action has added value. Special focus will be put on urban security issues. 

15. ‘End-to-end’ security 

•  Increase  the  level  of  security  along  the  supply  chain  without  impeding  the  free  flow  of 
trade. ‘End-to-end’ security certificates should be considered taking into account existing 
schemes. 

•  Joint Security Assessment covering all modes of transport. 

•  Integrate potential effects of terrorist and criminal attacks in the preparation of mobility 

continuity plans (cf. Initiative 23)  

•  Pursue  international  cooperation  in  the  fight  against  terrorism  and  other  criminal 

activities like piracy. The external dimension (cf. Initiative 40) is crucial. 

1.4. 

Acting on transport safety: saving thousands of lives 

16. Towards a ‘zero-vision’ on road safety  

•  Harmonise and deploy road safety technology – such as driver assistance systems, (smart) 
speed limiters, seat-belt reminders, eCall, cooperative systems and vehicle-infrastructure 

EN 

21 

   EN 

 
interfaces – as well as improved road worthiness tests including for alternative propulsion 
systems. 

•  Develop  a  comprehensive  strategy  of  action  on  road  injuries  and  emergency  services, 
including  common  definitions  and  standard  classifications  of  injuries  and  fatalities,  in 
view of adopting an injuries reduction target. 

•  Focus on training and education of all users; promote the use of safety equipment (seat-

belts, protective clothes, anti-tampering). 

•  Pay  particular  attention 

to  vulnerable  users  such  as  pedestrians,  cyclists  and 

motorcyclists, including through safer infrastructure and vehicle technologies. 

17. A European strategy for civil aviation safety 

European aviation safety is high but not the best in the world. Our aim should be to become 
the safest region for aviation. In order to do so, we will develop a comprehensive European 
aviation  safety  strategy,  building  on  the  work  of  the  European  Aviation  Safety  Agency 
(EASA), which includes the following aspects: 

•  Improve the collection, quality, exchange and analysis of data by reviewing legislation on 

occurrence reporting in civil aviation. 

•  Adapt  the  regulatory  safety  framework  to  the  development  of  new  technologies 

(SESAR). 

•  Ensure  the  implementation  of  the  EU  aviation  safety  strategy  consistently  across  all 

aviation domains. 

•  Promote  transparency  and  exchange  of  safety  information  with  ICAO  and  other 
international  aviation  partners,  in  particular  in  the  framework  of  the  Global  Safety 
Information Exchange initiative; cooperate with non-EU countries, in particular the U.S., 
on safety matters on regulatory convergence, mutual recognition and technical assistance. 

•  Develop a Safety Management System at EU level that incorporates safety performance 
targets  and  measurements  in  order  to  identify  the  risks  and  to  achieve  continued 
improvement in safety levels. 

18. Safer shipping 

•  Work with the European Maritime Safety Agency (EMSA) to modernise passenger ship 

safety legislation. 

•  Develop  SafeSeaNet  into  the  core  system  for  all  relevant  maritime  information  tools 
needed  to  support  maritime  safety  and  security  and  the  protection  of  the  marine 
environment from ship-source pollution.  

•  Assess  the  feasibility  of  the  creation  of  an  EU  register  and  EU  flag  for  maritime  and 
inland  waterway  transport.  In  essence,  the  EU  sign  would  represent  a  quality  label 
certifying  safe,  secure,  environmentally  friendly  ships  manned  by  highly  qualified 
professionals.  

EN 

22 

   EN 

 
•  Assess  the  feasibility  of  shared  functions  for  coastguards  in  the  EU,  in  particular  to 

ensure maritime safety, security and environmental protection. 

19. Rail safety 

•  Progressively achieve a sector-wide approach to safety certification in the rail transport 
sector,  building  on  existing  approaches  for  infrastructure  managers  and  railways 
undertakings and evaluating the possibility to rely on a European standard. 

•  Enhance  the  role  of  ERA  in  the  field  of  rail  safety,  in  particular  its  supervision  on 
national  safety  measures  taken  by  National  Safety  Authorities  and  their  progressive 
harmonisation. 

•  Enhance the certification and maintenance process for safety critical components used to 

built rolling stocks and railway infrastructures. 

20. Transport of dangerous goods 

•  Streamline  the  rules  for  the  intermodal  transport  of  dangerous  goods  to  ensure 

interoperability between the different modes. 

1.5. 

Service quality and reliability 

21. Passengers’ rights 

•  Develop a uniform interpretation of EU Law on passenger rights and a harmonised and 
effective enforcement, to ensure both a level playing field for the industry and a European 
standard of protection for the citizens. 

•  Assemble  common  principles  applicable  to  passengers’  rights  in  all  transport  modes 
(Charter  of  basic  rights),  notably  the  ‘right  to  be  informed’,  and  further  clarify  existing 
rights.  At  a  later  stage,  consider  the  adoption  of  a  single  EU  framework  Regulation 
covering passenger rights for all modes of transports (EU Codex).  

•  Improve  the  quality  of  transport  for  elderly  people,  Passengers  with  Reduced  Mobility 

and for disabled passengers, including better accessibility of infrastructure. 

•  Complete  the  established  legislative  framework  on  passenger  rights  with  measures 
covering  passengers  on  multimodal  journeys  with  integrated  tickets  under  a  single 
purchase contract as well as in the event of transport operator’s bankruptcy. 

•  Improve the level playing field at international level through the inclusion of care quality 
standards in bilateral and multilateral agreements for all modes of transport, with a view 
to further passengers’ rights also in the international context. 

22. Seamless door-to-door mobility 

•  Define the measures necessary for further integrating different passenger transport modes 

to provide seamless multimodal door-to-door travel. 

EN 

23 

   EN 

 
•  Create  the  framework  conditions  to  promote  the  development  and  use  of  intelligent 
systems  for  interoperable  and  multimodal  scheduling,  information,  online  reservation 
systems and smart ticketing. This could include a legislative proposal to ensure access of 
private service providers to travel and real time traffic information. 

23. Mobility Continuity Plans 

•  Ensure the definition of mobility plans to ensure service continuity in case of disruptive 
events.  The  plans  should  address  the  issue  of  prioritisation  in  the  use  of  working 
facilities,  the  cooperation  of  infrastructure  managers,  operators,  national  authorities  and 
neighbouring countries, and the temporary adoption or relaxation of specific rules.  

2. 

INNOVATING FOR THE FUTURE: TECHNOLOGY AND BEHAVIOUR 

2.1. 

A European Transport Research and Innovation Policy 

24. A technology roadmap 

Fragmentation  of  research  and  development  efforts  in  Europe  is  most  harmful,  and  joint 
European efforts will bring the greatest European added value in areas such as: 

•  Clean, safe and silent vehicles for all different modes of transport, from road vehicles to 
ships, barges, rolling stock in rail and aircraft (including new materials, new propulsion 
systems  and  the  IT  and  management  tools  to  manage  and  integrate  complex  transport 
systems).  

•  Technologies to improve transport security and safety.  

•  Potential  new  or  unconventional  transport  systems  and  vehicles  such  as  unmanned 

aircraft systems, unconventional systems for goods distribution.  

•  A sustainable alternative fuels strategy including also the appropriate infrastructure. 

•  Integrated  transport  management  and  information  systems,  facilitating  smart  mobility 
services,  traffic  management  for  improved  use  of  infrastructure  and  vehicles,  and  real-
time  information  systems  to  track  and  trace  freight  and  to  manage  freight  flows; 
passenger/travel information, booking and payment systems. 

•  Intelligent infrastructure (both land and space-based) to ensure maximum monitoring and 
inter-operability  of  the  different  forms  of  transport  and  communication  between 
infrastructure and vehicles. 

•  Innovations  for  sustainable  urban  mobility  following  up  the  CIVITAS  programme  and 

initiatives on urban road pricing and access restriction schemes. 

25. An innovation and deployment strategy 

Identify  the  necessary  innovation  strategies  including  the  appropriate  governance  and  the 
financing  instruments  in  order  to  ensure  a  rapid  deployment  of  results  developed  in  the 
research process. Examples are: 

EN 

24 

   EN 

 
•  Deployment of smart mobility systems such as the air traffic management system of the 
future  (SESAR),  the  European  rail  traffic  management  system  (ERTMS)  and  rail 
information  systems,  maritime  surveillance  systems  (SafeSeaNet),  River  Information 
Services  (RIS),  ITS,  and  the  next  generation  of  multimodal  traffic  management  and 
information systems. 

•  Definition and deployment of an open standard electronic platform for vehicle on board 

units, performing various functions including road charging.  

•  Development  of  a  plan  for  investment  in  new  navigation,  traffic  monitoring  and 
communication  services  to  allow  for  the  integration  of  information  flows,  management 
systems  and  mobility  services  based  on  a  European  Integrated  Multimodal  Information 
and management Plan. Demonstration projects for electro mobility (and other alternative 
fuels) including recharging and refuelling infrastructure and intelligent transport systems 
focussing  in  particular  on  those  urban  areas  where  air  quality  levels  are  frequently 
exceeded. 

•  Smart  mobility  partnerships  and  demonstration  projects  for  sustainable  urban  transport 

solutions (including demonstrators for road pricing schemes etc). 

•  Measures to promote increased replacement rate of inefficient and polluting vehicles.  

26. A regulatory framework for innovative transport 

Identify  the  necessary  regulatory  framework  conditions  through  standardisation  or 
regulation:  

•  Appropriate  standards  for  CO2  emissions  of  vehicles  in  all  modes,  where  necessary 
supplemented  by  requirements  on  energy  efficiency  to  address  all  types  of  propulsion 
systems; 

•  Vehicle standards for noise emission levels; 

•  Ensure that CO2 and pollutant emissions are reduced under real-world driving conditions 

by proposing at the latest by 2013 a revised test cycle to measure emissions; 

•  Public procurement strategies to ensure rapid up take of new technologies; 

•  Rules on the interoperability of charging infrastructure for clean vehicles;  

•  Guidelines and standards for refuelling infrastructures;  

•  Interface  standards  for  infrastructure-to-infrastructure,  vehicle-to-infrastructure,  and 

vehicle-to-vehicle communications; 

•  Access conditions to transport data for safety and security purposes; 

•  Specifications and conditions for transport related smart charging and payment systems; 

•  Better implementation of existing rules and standards. 

EN 

25 

   EN 

 
2.2. 

Promoting more sustainable behaviour 

27. Travel information 

•  Promote awareness of the availability of alternatives to individual conventional transport 

(drive less, walk and cycle, car sharing, park & drive, intelligent ticketing etc.) 

28. Vehicle labelling for CO2 emissions and fuel efficiency 

•  Review the labelling Directive to make it more effective. This will, inter alia, consider the 
extension  of  the  scope  to  light  commercial  and  L-category  vehicles,  and  the 
harmonisation  of  the  label  and  vehicles  fuel  efficiency  classes  throughout  the  Member 
States. 

•  Support  the  market  take-up  of  fuel  efficient,  safe  and  low-noise  tyres  beyond  the 

performance requirements set in type approval27. 

29. Carbon footprint calculators 

•  Encourage  business-based  GHG  certification  schemes  and  develop  common  EU 
standards in order to estimate the carbon footprint of each passenger and freight journey 
with  versions  adapted  to  different  users  such  as  companies  and  individuals.  This  will 
allow better choices and easier marketing of cleaner transport solutions. 

30. Eco-driving and Speed limits 

•  Include  eco-driving  requirements  in  the  future  revisions  of  the  driving  licence  directive 
and take steps to accelerate the deployment of ITS applications in support of eco-driving. 
Fuel  saving  techniques  should  also  be  developed  and  promoted  in  other  modes  –  for 
example continuous descent for aircrafts. 

•  Examine  approaches  to  limit  the  maximum  speed  of  light  commercial  road  vehicles,  in 
order  to  decrease  energy  consumption,  to  enhance  road  safety  and  to  ensure  a  level 
playing field. 

2.3. 

Integrated urban mobility 

31. Urban Mobility Plans 

•  Establish  procedures  and  financial  support  mechanisms  at  European  level  for  preparing 
Urban  Mobility  Audits,  as  well  as  Urban  Mobility  Plans,  and  set  up  a  European  Urban 
Mobility Scoreboard based on common targets. Examine the possibility of a mandatory 
approach  for  cities  of  a  certain  size,  according  to  national  standards  based  on  EU 
guidelines. 

•  Link regional development and cohesion funds to cities and regions that have submitted a 
current,  and  independently  validated  Urban  Mobility  Performance  and  Sustainability 
Audit certificate. 

27 

This  includes  the  adoption  of  all  implementing  measures  of  the  tyre  labelling  Regulation  (EC)  No 
1222/2009. It would achieve 5% fuel savings on the total EU fleet by 2020. 

EN 

26 

   EN 

 
                                                 
•  Examine 

the  possibility  of  a  European  support  framework  for  a  progressive 

implementation of Urban Mobility Plans in European cities.  

•  Integrated urban mobility in a possible Smart Cities Innovation Partnership. 

•  Encourage large employers to develop Corporate/Mobility Management Plans. 

32. An EU framework for urban road user charging 

•  Develop  a  validated  framework  for  urban  road  user  charging  and  access  restriction 
schemes and their applications, including a legal and validated operational and technical 
framework covering vehicle and infrastructure applications. 

33. A strategy for near- ‘zero-emission urban logistics’ 2030 

•  Produce best practice guidelines to better monitor and manage urban freight flows (e.g. 
consolidation  centres,  size  of  vehicles  in  old  centres,  regulatory  limitations,  delivery 
windows, unused potential of transport by river). 

•  Define  a strategy  for moving towards ‘zero-emission urban logistics’, bringing together 
aspects  of  land  planning,  rail  and  river  access,  business  practices  and  information, 
charging and vehicle technology standards. 

•  Promote  joint  public  procurement  for  low  emission  vehicles  in  commercial  fleets 

(delivery vans, taxis, buses…). 

3. 

MODERN INFRASTRUCTURE AND SMART FUNDING 

3.1. 

Transport infrastructure: territorial cohesion and economic growth 

34.  A  core  network  of  strategic  European  infrastructure  –  A  European  Mobility 
Network 

•  Define  in  new  TEN-guidelines  a  core  network  of  strategic  European  infrastructure 
integrating  the  eastern  and  western  part  of  the  European  Union  and  shaping  the  Single 
European Transport Area. Foresee appropriate connections with neighbouring countries. 

•  Concentrate European action on the components of the TEN-T network with the highest 
European added value (cross border missing links, intermodal connecting points and key 
bottlenecks). 

•  Deploy  large  scale  intelligent  and  interoperable  technologies  (SESAR,  ERTMS,  RIS, 

ITS, etc.) to optimise the capacity and the use of infrastructure. 

•  Ensure that EU-funded transport infrastructure takes into account energy efficiency needs 
and  climate  change  challenges  (climate  resilience  of  the  overall  infrastructure, 
refuelling/recharging stations for clean vehicles, choice of construction materials…). 

EN 

27 

   EN 

 
35. Multimodal freight corridors for sustainable transport networks 

•  Create  in  the  context  of  the  ‘core  network’  multimodal  freight  corridor  structures  to 
synchronise  investments  and  infrastructure  works  and  support  efficient,  innovative  and 
multimodal transport services, including rail services over medium and long distances. 

•  Support multimodal transport and single wagon load business, stimulate the integration of 
inland  waterways  into  the  transport  system  and  promote  eco-innovation  in  freight 
transport. Support the deployment of new vehicles and vessels and retrofitting. 

36. Ex-ante project evaluation criteria 

•  Introduce  ex-ante  project  evaluation  criteria  ensuring  that  infrastructure  projects  duly 
demonstrate  the  EU  added  value  or  are  based  on  ‘services  rendered’  and  generate 
sufficient revenue. 

time 

•  Streamline procedures for projects of overriding European interest, in order to ensure (i) 
reasonable 
the  whole  cycle  of  procedures;  (ii)  a 
communication  framework  that  is  in  line  with  the  project  implementation;  and  (iii) 
integrated planning which takes environmental issues into account in early stages of the 
planning procedure. 

limits  for  completing 

•  Introduce  PPP-screening  to  the  ex-ante  evaluation  process  to  ensure  that  the  option  of 

PPP has been carefully analysed before a request for EU funding is being asked. 

3.2. 

A coherent funding framework 

37. A new funding framework for transport infrastructure 

•  Develop  an  infrastructure  funding  framework  with  sufficient  conditionality  to  provide 
support  for  the  completion  of  the  TEN-T  core  network  as  well  as  other  infrastructure 
programmes, encompassing the investment strategies of both the TEN-T programmes and 
the Cohesion and Structural Funds, and considering revenues from transport activities. 

•  Provide  EU  support  for  developing  and  deploying 

improve 
infrastructure  use  efficiency  and  decarbonisation  (new  road  network  pricing  and  tolling 
systems, ITS and capacity improvement programs). 

technologies 

that 

•  Link TEN-T funding to progress towards the completion of the TEN-T core network and 

on the pooling of national resources along corridors. 

38. Private sector engagement 

•  Establish  an  enabling  framework  for  the  development  of  PPPs:  (i)  introduce  a  formal 
screening  of  TEN-T  projects  to  identify  those  with  PPP  potential,  (ii)  create  a 
standardized and predictable PPP procurement process for TEN-T projects over time; and 
(iii)  revise  TEN-T  regulations  accordingly  so  as  to  accommodate  the  PPP  procurement 
process and payment mechanisms. 

•  In  the  context  of  the  cooperation  framework  established  between  the  Commission 
services and EPEC, encourage MS to use  more PPPs, while acknowledging that not  all 

EN 

28 

   EN 

 
projects  are  suitable  for  this  mechanism,  and  provide  relevant  expertise  to  Member 
States. 

•  Participate  in  designing  new  financing  instruments  for  the  transport  sector,  particularly 

the EU project bond initiative. 

3.3. 

Getting prices right and avoiding distortions 

39. Smart pricing and taxation 

Phase I (up to 2016) 

Transport charges and taxes should be restructured. They should underpin transport’s role in 
promoting European competitiveness, while the overall burden for the sector should reflect 
the total costs of transport in terms of infrastructure and external costs. 

•  Revise motor fuel taxation with clear identification of the energy and CO2 component. 

•  Phase  in  a  mandatory  infrastructure  charge  for  heavy-duty  vehicles.  The  scheme  would 
introduce  a  common  tariff  structure  and  cost  components  such  as  the  recovery  of  wear 
and tear, noise and local pollution costs to replace the existing user charges.  

•  Evaluate existing car road charging schemes and their compatibility with the EU Treaties. 
Develop  guidelines  for  the  application  of  internalisation  charges  to  road  vehicles, 
covering the social costs of congestion, CO2 – if not included in fuel tax – local pollution, 
noise  and  accidents.  Provide  incentives  to  Member  States  who  launch  pilot  projects  for 
the implementation of schemes along such guidelines. 

•  Proceed  with  the  internalisation  of  external  costs  for  all  modes  of  transport  applying 

common principles while taking into account the specificity of each mode. 

•  Create  a  framework  for  earmarking  revenues  from  transport  for  the  development  of  an 

integrated and efficient transport system. 

•  Issue guidelines providing clarification concerning public funding to the different modes 

of transport and to transport infrastructure, where necessary. 

•  Reassess  transport  taxation  where  necessary,  namely  by  linking  vehicle  taxation  to 
environmental  performance,  reflecting  on  possible  way  forward  to  review  the  current 
VAT  system  concerning  passenger  transport,  and  revising  company  car  taxation  to 
eliminate distortions and favour the deployment of clean vehicles. 

Phase II (2016 to 2020) 

•  Building on Phase  I, proceed to the  full and  mandatory internalisation of external costs 
(including noise, local pollution and congestion on top of the mandatory recovery of wear 
and tear costs) for road and rail transport. Internalise costs for local pollution and noise in 
ports and airports, as well as for air pollution at sea, and examine mandatory application 
of internalisation charges on all inland waterways on EU territory. Develop market based 
measures to further reduce GHG emissions. 

EN 

29 

   EN 

 
4. 

THE EXTERNAL DIMENSION 

40. Transport in the World: The external dimension 

Transport is fundamentally international. Because of this, most actions in this White Paper 
are  linked  to  challenges  related  to  the  development  of  transport  beyond  the  EU  borders. 
Opening up third country markets in transport services, products and investments continues 
to  have  high  priority.  Transport  is  therefore  included  in  all  our  trade  negotiations  (WTO, 
regional  and  bilateral).  Flexible  strategies  will  be  adopted  to  ensure  the  EU’s  role  as  a 
standard  setter  in  the  transport  field.  To  that  end,  the  Commission  will  focus  on  the 
following areas of actions: 

•  Extend  internal  market  rules  through  work  in  international  organisations  (WTO,  ICAO, 
IMO,  OTIF,  OSJD,  UNECE,  the  international  river  commissions  etc)  and,  where 
relevant,  attain  full  EU  membership.  Promote  European  safety,  security,  privacy  and 
environmental standards worldwide. Reinforce the transport dialogue with main partners. 

•  Complete the European Common aviation area of 58 countries and 1 billion inhabitants. 
Conclude  comprehensive  air  services  agreement  with  key  economic  partners  (Brazil, 
China, India, Russia, South Korea etc.) and eliminate air transport investment restrictions 
in 3rd countries. Promote SESAR technology deployment in the world.  

•  Take action in multilateral forums and bilateral relations to promote policy targeted at the 

energy efficiency and climate change goals of this White Paper.  

•  Continuously use multilateral (in ICAO, IMO and WCO) and bilateral layers to tackle the 
issue of terrorism, envisaging international agreements and enhanced security dialogues 
with  strategic  partners,  starting  with  the  US.  Cooperate  on  joint  threat  assessments, 
training  of  third  countries  officers,  joint  inspections,  piracy  prevention,  etc.  Ensure 
recognition of the EU concept of ‘one stop security’ system internationally. 

•  Develop a cooperation framework to extend our transport and infrastructure policy to our 
immediate neighbours, to deliver improved infrastructure connections and closer market 
integration, including in the preparation of mobility continuity plans. 

•  Cooperate  with  Mediterranean  partners  in  the  implementation  of  a  Mediterranean 

Maritime Strategy to enhance maritime safety, security and surveillance. 

•  Take  appropriate  steps  to  advance  the  removal  of  exemptions  for  liner  shipping 

conferences outside the EU. 

•  Build on established research and innovation partnerships to find common answers to the 
challenges related to interoperability of transport management systems, sustainable low-
carbon fuels, security and safety. 

•   

EN 

30 

   EN