Results from the transport research programme

EUROPEAN TRANSPORTNETWORKS

E U R O P E A NC O M M I S S I O N

Information on the wider transport activities of the European Union is also available on the Internet. It can be accessed through the Europa server (http://europa.eu.int/comm/dgs/energy_transport/index_en.html).

Manuscript completed in October 2001.Luxembourg: Office for Official Publications of the European Communities, 2001ISBN 92-894-1554-1© European Communities, 2001Photographs shown on page 7 have been provided by Eureka Slide (2 and 4).Reproduction is authorised provided the source is acknowledged.Printed in Belgium.

This brochure was produced by the EXTRA consortium for DG Energy and Transport and represents

the consortium’s views on research into European transport networks. These views have not been adopted

or in any way approved by the Commission and should not be relied upon as a statement of

the Commission's or DG Energy and Transport's views.

The European Commission does not guarantee the accuracy of the data included in this brochure,

nor does it accept responsibility for any use made thereof.

Common acronyms

ATM Air traffic management

ERTMS European rail traffic management system

ETCS European train control system

ETIS European transport policy information system

GDP Gross domestic product

ITS Intelligent transport systems

PPP Public-private partnership

RIS River information services

SEA Strategic environmental assessment

SPV Special purpose vehicle

TINA Transport infrastructure needs assessment

VTMIS Vessel traffic management and information services

Additional information on the transport research programme is available on the Internet.The programme’s Knowledge Centre (http://europa.eu.int/comm/transport/extra/home.html) provides:

• structured guides to the results and projects for particular topics;• summaries and final reports of individual projects;• access to project web sites and other contact details.

References to some projects are included in this brochure, to help the reader access further information quickly through the Knowledge Centre.

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urning the patchwork of transportinfrastructure into a truly trans-European network is vital for

the economic and social cohesion ofthe EU and the achievement of a single

market in goods and services 1. Significantprogress has been made since the first fourteen investment projects to developsuch a network were identified in 1994.

For example, the first guidelines on the development of the trans-Europeantransport network enabled other projectsto be identified. They also provided a framework for complementary policymeasures, for instance concerning interoperability across the network and the assessment of environmental impacts.

Qualifying projects may include the buildingof a new section of road or railway, combinedrail-road transport terminals, ports or airports.However, a major objective is to upgradethe existing networks and make better useof the existing capacity. Therefore thedeployment of Intelligent TransportSystems (ITS) has a prime position in the EUstrategy. Today’s priorities for infrastructureprojects are multi-modal corridors forfreight, a rapid passenger network and traffic management plans for major roads.These include a limited number of wide-scaleprojects strategic for the Community likethe Alps and Pyrenees crossings or the rail corridor from Paris to Vienna andthen Budapest 2.

Mechanisms for involving the private sectorin order to mobilise financial capital are stillan important concern. The enlargement

of the EU and the extension of the trans-European network to the countries of Central and Eastern Europe are also key challenges.

The transport research programme 3 hascontributed to EU policy on the trans-European transport network by providingsupport for the planning and financing of the investment programme and the development of new infrastructure andservices. Evaluation methodologies andsoftware tools have been provided to helppolicy makers assess the impacts of differentinfrastructure plans. New solutions for the efficient operations of networks and terminals have been assessed. This brochurehighlights some significant results. The aimis to raise awareness of the progress thathas been made, and to encourage readersto obtain further details through a web-based Knowledge Centre at (http://europa.eu.int/comm/transport/extra/home.html).

THE NEED FOR RESEARCH

In this brochure discover how research is helping to develop European transportnetworks, and identify topics worth investigating further on the web

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KEY RESULTSA number of projects have supported the development of European transport networks.Here are some highlights.

Managing traffic on European networks

armonised approaches to trafficmanagement are needed at a European level to improve

interoperability and make more efficient use of the existing infrastructure inroad, air, rail and waterborne transport.The transport research programme has

targeted the use of variable message signsand strategies to manage speeds onEuropean roads. Substantial contributionshave also been made to the developmentof the European air traffic management(ATM) system, the European rail trafficmanagement system (ERTMS), the Europeanvessel traffic management and informationservices (VTMIS) concept and the river information services (RIS) concept.

Strategic assessment of trans-European networks

System-wide and long-term effects need tobe taken into account in the assessment oftrans-European transport networks in additionto the immediate transport impacts. Thetransport research programme has providedtools for evaluating wider socio-economicand regional effects. New indicators ofregional accessibility have been developed,and different approaches tested for impactassessments that take account of the interaction between transport investmentand regional economic development.

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Studies concluded that automatedspeed enforcement with speed camerasshould be installed on European motorways. Busy motorway sectionsshould have variable speed limits changing according to traffic and weather conditions, and variable messagesigns warning drivers of hazardoussituations. Speed limits should be harmonised on European motorwaysand top speed limiters installed on vehicles in the longer-term.

Managing speed on European roads 4

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Research has produced a model able toforecast the effects on regional productionand employment resulting from betteraccessibility brought by trans-Europeannetwork investment. Results show thatas a consequence of the trans-Europeannetwork projects, the trend towardseconomic polarisation of the EU wouldonly be mitigated, with a slightly lesspolarised distribution of accessibilityand economic growth among theregions than in other scenarios. Allregions would benefit from increasedaccessibility, with higher gains for theIberian peninsula. Most regions in

cohesion countries would experiencegains in GDP while the richer regionswould experience losses.

Other research has developed a modelfor assessing the long-term effects ofstepwise implementation of policy packages. Construction of the trans-European transport network was assessed to be profitable in the longrun, comparing the change in GDP in2026 with the total investment.The result applies to a scenario wherefuel taxes are earmarked for investmentin the network.

Accessibility and economic impacts 5

In a baseline scenario, growth of tonne-kilometres in the EU is projectedat 42% from 1994 to 2010, exceedingthe 24% growth in person-kilometres.Air is the mode with the highest growthin passenger travel, while road has thehighest growth in freight transport.Aggregate emission levels of CO2 andSO2 would continue rising overall, by40% and 60% respectively from 1994 to2010, while all other emissions would fall.

Implementation of trans-European network projects would increase furtherthe overall rate of growth of freighttransport, with significant shifts to railand inland waterways. Total passengertransport would grow less than in thebaseline scenario, with a shift from car

and air to rail. As a result, the negativetrends in overall CO2 and SO2 emissionswould be mitigated but not reversed.

Pilot strategic environmental assessment 6

Evaluating environmental sustainability

A pilot strategic environmental assessmentcarried out in the transport research

programme has provided the first comprehensive, quantified forecasts of theimpacts of trans-European network policiesand infrastructure on travel demand andemissions at the EU level.

Revitalising European railways

Development of a European traffic management system, liberalisation of the rail sector and improved organisation

of services are elements of the EU strategyto improve the competitive position of railways. A trans-European rail networkdedicated to freight has been proposed and evaluated.

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Financing trans-European networks

Public-private partnership (PPP) can offeran attractive option for successful and

accelerated implementation of trans-European network projects. Guidelines havebeen provided to assist in the decision-making process on the use of PPP to financeand operate such projects.

Heading East

Development of pan-European corridors isa key step in the integration of the EU

accession countries. In-depth assessment oftransport markets within the broader socio-economic and political context is needed toaid prioritisation of infrastructure investments.

The dedicated network includes threesub-networks according to their exclusiveor mixed utilisation by freight and

passenger trains. Traffic assignmentmodelling has shown that less than 22% of the network could support about60% of the present volume of freighttraffic. The dedicated network couldreverse the decreasing trend in rail modalshare, taking the share back up to 20% bythe year 2020. In addition, time-savingsin 2020 could be up to 50% relative tothe current trend scenario. The increaseof rail tonne-kilometres would bring a pro-rata increase in the environmentalburden of up to 80%, but this would beoutweighed by the environmental benefits from reduced road traffic.

Dedicated trans-European network for rail freight 7

Three types of PPP have been identifiedas most common to trans-European network projects: joint ventures,concessions, and hybrid types where the project is split into several projectcomponents with a public SPV (specialpurpose vehicle) in control of the overallproject. Recommendations have been

provided on how to organise the differentphases of the PPP process to avoid possible barriers, and on criteria to allocate different types of risk to parties.It is recommended that the Commissiontakes a co-ordinating role regarding usercharging and network-level effects incross-border projects.

Implementing public-private partnerships 8

Research has developed a tool for strategicassessment of pan-European corridors.Images of the future were built combiningtwo socio-economic scenarios (low andhigh growth) with two political scenarios(slow and fast integration). Various alternatives for corridor developmentswere then assessed, focusing on accessibility, environmental and socio-economic factors. Combinations of road

and rail projects were found to offer thegreatest benefits, while at the same timemeeting the objectives of the nationaltransport policies. Results stressed therole of intermodality and patterns ofinter-regional co-operation. Creation of a single pan-European regulatory framework is a key strategy for increasingthe use of the Danube waterway forEast-West cargo flows.

Evaluating East-West European corridor developments 9

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AREAS OF RESEARCH

esearch on trans-Europeantransport networks has aimed atsupporting the evaluation and

implementation of the investmentprogramme, including:• development of tools and methodologies

to assist the planning and funding ofinfrastructure, and

• demonstration of innovative technologicaland operational solutions for trafficmanagement and intermodality.

The main research lines are listed below.

Interoperable European networksIdentifying organisational strategies toimprove interoperability, and developinginnovative technologies for freight terminals and combined transport.

Managing traffic and navigation Assessing speed management systemsfor road transport, developing Europeansystems for traffic management in air, railand waterborne transport, and assessingthe potential for Galileo.

Evaluating trans-European networks Assessing regional and economic impacts and barriers to implementation,and developing strategic tools and methods for forecasting traffic andenvironmental impacts.

Interconnecting multi-modalnetworks Identifying new solutions for freight terminal operations, seaport-hinterlandconnection and pre- and end-haulage.

Developing trans-European networks Assessing the potential of dedicatedfreight railway networks and inlandwaterways, providing guidelines on the implementation of public private partnerships, and assessing alternativedevelopments for pan-European corridors.

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INTEROPERABLEEUROPEAN NETWORKS

Organisation and regulation10

Harmonisation of different organisationalstructures has been identified as a keystrategy for reaching an optimal level ofinteroperability, in the light of its lowimplementation costs. Policy measuresthat can help achieve common organisational structures include stimulation of co-operation,standardisation of transport equipmentand further privatisation of transport-related markets. Harmonisation of theregulatory frameworks between EU andthird countries in terms of common customs requirements and regulationsregarding driving bans would also be helpful. Harmonisation and

standardisation are needed in the fieldof telematics, in particular for informationand trip planning systems that requirestatic and dynamic data on public andprivate modes.

nteroperability is a key prerequisitefor the provision of transport servicesacross modes, organisations and

national borders and for the achievement of seamless travel across

trans-European networks. The transport

research programme has targeted strategiesto improve network interoperability. Inputshave been provided to the standardisationprocess for combined transport and to the development of the new EU Directiveon the access to rail infrastructure.

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New automated handling equipmentand a modified intermodal wagon withvariable carrying capabilities and adjustment to different loading schemeshave been successfully tested.Recommendations have been made forthe optimised design and operation ofrolling stock and the functional layout offuture intermodal terminals.Recommendations have also been provided to standardise a futureEuropean loading unit that is stackableand has the main dimensions of currentswap bodies.

Technological innovation for combined transport 11

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Land transport 12

Advanced telematics solutions for management of road speed havebeen tested, including warning systems,recording systems to register speed andcontrolling devices. It is recommendedthat speed limits are harmonised atEuropean level and that further research is carried out on how to makedrivers voluntarily choose speeds that are closer to socially optimalspeeds. Guidelines have been providedfor the deployment of variable messagesigns on European road networks.Specifications for signalling and

communications subsystems of the European rail traffic managementsystem (ERTMS) have been developedand tests carried out on the high-speedlink Madrid-Seville. A pilot installation ofthe European train control system(ERTMS/ETCS) has been made on theVienna-Budapest line.The extension of the European ITSconcept for inland waterways (RIS, river information services) fromtraffic management to logistics activitieshas been supported by demonstrationsof new traffic and transport services,including terminal, voyage and lockplanning.

European satellite navigation andpositioning system (Galileo)14

The main policy requirements and preferred options for public-privatepartnerships in the design, building andoperation of Galileo have been identified.

A comprehensive database of morethan 50 applications and their relatedservices has been compiled. Galileo hasbeen estimated as profitable, as the increased turnover due to satellitenavigation applications will greatlyexceed the initial and recurring costs.

MANAGING TRAFFIC AND NAVIGATION

dvanced traffic management systemshelp travellers, freight distributorsand transport operators make

a more efficient use of the networks.Navigation and positioning systems have

the potential to offer added value services

in a vast range of applications.The transport research programme hasdemonstrated advanced solutions andcontributed to the development ofEuropean traffic management systems in all modes.

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Research has established an embryonicnetwork at European level for informationexchange in the field of VTMIS (vesseltraffic management and information services). The potential of the networkfor exchange of maritime traffic information,vessel and cargo data and marine pollutioninformation has been demonstrated.

The functions and services of an operational concept for the EuropeanATM system addressing gate-to-gateplanning and achievable by 2010 havebeen identified. The viability of theconcept has been proved by technical,operational and economic assessments.

Maritime and air transport 13

EVALUATING TRANS-EUROPEAN NETWORKS

Research has predicted the locationbehaviour of individuals and businessesresulting from changes in accessibility.From these, forecasts for economic performance in terms of regional production and employment have beenderived. Results show that the full trans-European network scenario wouldbe able only to mitigate the trendtowards economic polarisation of the EU, with a slightly less polarised distribution of accessibility andeconomic growth among the regionsthan in other scenarios. Accessibility ofall regions would benefit from trans-European network investment.The greatest gains appear in the periphery and in particular in the Iberian peninsula. The effects onGDP development hint at a convergenceeffect of the trans-European network.Most regions in the European core and

the Northern European countriesencounter losses in GDP per capita,while most regions in the cohesioncountries (with the exception of Ireland)experience considerable gains.

Other research has applied system dynamics to assess the long-term effectsof phased implementation of the trans-European network. One scenario teststhe impacts of earmarking fuel taxes for investments in the trans-European networks. Comparison of the change inGDP in the year 2026 with the overallinfrastructure investment shows thatconstruction of the trans-European network is profitable in the long run.However, transfer of funds from oneregion to another is required, as there isan imbalance between the regionalsource of tax revenues and the locationof investment.

Assessing economic and spatial impacts 15

Strategic assessment of trans-European networks

he development of the trans-European transport network requiresan integrated assessment that goes

beyond the direct traffic impactsusually taken into account in the appraisalof infrastructure investments. The transport

research programme has developed toolsfor assessing the impacts of investments inthe network on socio-economic activitiesand development, including spatial andtemporal distribution of impacts. Differentapproaches to modelling able to take intoaccount the interaction between transportinvestment and regional economic development have been tested.

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Predicting European traffic flows

Scenario and traffic analysis are key toolsfor informed decision-making in transportpolicy. The transport research programmehas developed software tools to estimatefuture transport demand and traffic flows.This allowed the effects of different policyoptions and alternative socio-economicscenarios to be assessed. Forecasts havebeen produced for a baseline scenario of current policy trends without trans-European networks.©

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Baseline European traffic forecasts 16

The overall growth from 1995 levels forpassenger-kilometres is projected at morethan 20% by 2010 in the baseline scenario.Long-distance trips are expected to increaseat twice the rate of short trips (less than40 km). Roughly 70% growth is projectedfor international passenger travel.Freight travel shows a higher growth

rate than passenger demand. Totaltonne-kilometres are expected to increaseby roughly 40% by 2010 and 65% by2020. Nearly 100% growth is projected incross-border traffic.The increasing averagelength of haul, brought about by globalisation of production and markets,is expected to favour railways. However,the length of routes suffering seriouscongestion is predicted to increase significantly unless policy action is taken.

Environmental assessment oftrans-European networks

Appropriate methods for strategicenvironmental assessment (SEA) at the EUlevel are among the requirements of theguidelines for the development of thetrans-European network. Major achievementsof the transport research programme havebeen the development of a methodologyfor SEA and a software tool for assessmentof air pollutant emissions, energy consumption, noise and safety impacts.

The tool has incorporated methodologiesfor traffic and emission forecasting developedelsewhere in the programme.

Projections for the European baselinescenario show the following impacts:� improved technology outweighs the

growth in road travel, and all roademissions fall except CO2;

� emission increases in air transport arecorrelated with the level of trafficbecause technology changes are offset by the relative growth of shorter distance travel;

� emission increases in waterbornetransport are also correlated with the level of traffic because of the slowturnover of the fleet;

� overall, aggregate emissions from allmodes fall from 1994 levels, with theexceptions of CO2, with roughly 40%growth by 2010, and SO2 with growthcloser to 60% by 2010.

In a scenario with all trans-Europeannetwork projects and related policiesimplemented, the total tonne-kilometrestransported increase more than in the

baseline scenario but a substantial shiftto rail is foreseen. Inland waterways areable to achieve a 12% growth of tonne-kilometres by 2010 compared with 1.5%growth in the baseline scenario. Totalpassenger transport would grow lessthan in the baseline scenario with a shiftfrom car and air to rail.

Improvements on the baseline scenarioare predicted in terms of overall CO2and SO2 emissions, although theupward trends in these emissions cannot be reversed. A 35% growth isprojected for CO2 by 2010, while a 55%growth is projected for SO2, both lowerthan in the baseline scenario. Fewerfatalities than in the baseline scenarioare predicted for road, air and waterwhile a significant increase of fatalities ispredicted for rail. A scenario of rail-onlytrans-European network investmentwould bring further, although small,advantages in terms of CO2.

Pilot strategic environmental assessment 17

Developing the Europeantransport policy informationsystem 18

An open and modular architecture hasbeen proposed for the ETIS to enablecontinuous upgrading as new databasesand models become available. Newmethods for data collection have been

proposed and a system for data sharingacross the EU has been defined.Research has also provided software tosupport the connection process, andapplications to simplify the interfacewith the end users. Trade and transportdatabases were successfully harmonisedin a demonstration tool focused ontrans-Alpine traffic.

Methods for estimating costs have beendemonstrated for the Milan-Frankfurtand London-Lille routes. The relativeimportance of each type of externalitywas found to vary significantly withmode and the characteristics of thevarious sections of the route, such as the local population density and thepower plant used to generate electricityfor trains. In these two corridors,external cost per 1000 passenger-kilometres varied for rail between 0.8 and 8 euro, and for road between 24 and 75 euro.

In areas with low population densities andlittle congestion on roads,current taxes andcharges on private cars might be too highwhereas for congested inter-urban routes in dense areas the opposite holds.Fares forinter-urban passenger transport are generally too high. In contrast,long-distance road freight is generallyundercharged and there is a clear caseto introduce a charge based on vehiclecharacteristics and distance travelled.Rail freight tariffs may need to increaseor decrease depending on the currentlevel of subsidy.

Charging infrastructure use 19

Strategic information systems

The planned European transport policy information system (ETIS) is intended to supportdecisions on transport policy and the trans-European networks. Data are needed on trafficflows, the supply of infrastructure and logistic

services. However, the existing data, modelsand related software found at international,national and local levels are generallyinconsistent and need to be integrated.The transport research programme has supported several projects which have producedspecifications for the ETIS.

Evaluating costs on European routes

The evaluation of external costs is a prerequisitefor the implementation of pricing measuresaimed at charging users according to thecosts they impose on the transport systemand on society. Research has demonstratedmethods for evaluating the different externalcosts for journeys along specific corridors,including accidents, air pollution, noise andglobal warming. Recommendations for appropriate price signals in the light of allrelevant internal and external costs have been provided.

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INTERCONNECTING MULTI-MODAL NETWORKS

he poor quality performance affecting today’s intermodal freighttransport calls for new concepts for

bundling of flows across networks.Therefore research has looked at innovative

bundling solutions and the necessary innovation in terminals. The management ofpre- and end-haulage to and from terminals

has also been studied, as this part of thelogistic chain is costly and non-transparent.New concepts for the rail connection between seaports and the hinterland havebeen targeted since this link will becomemore and more a critical factor as the transport of containerised cargo continues to increase.

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If the volumes of freight flows are notsufficient to fill a direct begin-end trainor barge at the required frequency,complex bundling at one or more intermediate nodes can be used as analternative to trucks. Complex bundlingconcepts integrate small flows and allowoperations with small begin-end terminals,while at the same time achieving the quality and cost features of large-scale operations.The high investment costs of new-generation terminals require aredistribution of income from the links

to the nodes. Tariff differentiation is needed to stimulate spreading of operations over the day. Additional innovations such as automatic wagonidentification are required to avoid time-consuming manual activities.

New concepts for freight networks and terminals 20

A new rail solution between sea portsand their hinterland has been proposedto help solve the bottleneck problems ofthe European road network close tomajor ports. The new type of connectionintegrates various innovations including

hub-and-spoke systems, private rail carriersand advanced information systems.A market for the concept is predicted onmany long- and medium-distancetransport links in Europe.

Innovative rail-sea port connection 22

Accessing intermodal terminals 21

Solutions for improvement of pre- andend-haulage have to provide addedvalue for all participating actors in theintermodal chain. Organisational solutionsseem most promising. Better

communication and co-operation betweenthe various parties involved should beencouraged to reduce the cost of operations and increase the use of intermodal transport. One measure is theinitiation of regular round table meetingsbetween companies in the sector.

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Rail freight networks

evitalisation of the European railwaynetwork is being addressed by the development of ERTMS and the

liberalisation of the sector. However,

the question arises whether improvementsin competitiveness could also be achievedby innovative organisation of traffic. Thetransport research programme has identifieda trans-European rail network dedicated tofreight transport and has outlined a strategyfor its implementation.

DEVELOPING TRANS-EUROPEAN NETWORKS

RDedicated trans-European network for freight 23

A European railway dedicated to freight has been identified based onthree sub-networks:� a core network strongly dedicated to

freight, covering the industrial regionsof central Europe,

� an intermediate network mainly dedicated to freight but also carryinglocal passenger trains, and

� a mixed network on which passengertrains would normally have priority.

In the proposed solution, less than 22%of the network would support about60% of the present volume of freight

traffic. Under a current trend scenario,rail would continue to lose share in thefreight market, falling from 14% in 1998to 9% in 2020. In the dedicated networkscenario, rail could reverse the decliningtrend and reach by the year 2020 amodal share of as much as 20%, thesame level as at the beginning of theEighties. This would need improvementsin the quality of rail services combinedwith price reductions of up to 30%. Time-savings in 2020 could be up to 50% relative to the current trend scenario.The increase of rail tonne-kilometreswould increase the environmental burdenby up to 80%. However, this would beoutweighed by the environmentalbenefits from reduced road traffic.

Inland waterways

Increasing the use of European inland waterways is an objective of transport policy.However, negative effects may occur in terms

of atmospheric pollution, damage to infrastructure, risk of accidents and congestion.An in-depth study has analysed these impactsand evaluated different measures to reduce them.

Predictions for 2010 show that there isstill enough capacity for main Europeaninland waterways to handle growth inthe volumes of freight traffic, despite the total capacity of the European fleetbeing expected to decrease. Marginalcosts of pollution and infrastructuremaintenance seem to increase veryrapidly once the traffic reaches a 60%

increase in volume. Regulation aimed atseparating recreational and commercialshipping is considered the most effectiveway of reducing accidents and congestion. On-board technologicalsolutions to reduce fuel consumptionand financial incentives for the use ofclean products are better at reducingatmospheric pollution.

Strategies to cope with traffic growth 24

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Intermodal freight transport corridors

Advanced solutions for the integration ofinland waterways and peripheral areas intodoor-to-door transport chains would improvethe competitiveness of European intermodalfreight transport. Research has assessed

the potential for tri-modal transport chainsincluding road, rail and inland waterways,along corridors between the North and the South and South-East Europe.The viabilityof operating intermodal transport services in Scandinavian countries has been demonstrated, in spite of small flows andsparse population.

Barriers to trans-European network implementation

The development of the trans-Europeantransport network and its geographic spread

exacerbate the conflicts inherent in decision-making processes.The transportresearch programme has developed a methodology to help anticipate barriers innetwork implementation.

Tri-modal transport chains should be setup on the Rhine and Danube axes toexploit the capacity of the inland waterways. Key success factors for theintegration of inland waterway transportinto multi-modal transport chains include innovative tri-modal terminaldesign, improvements of design andtechniques for barges, and the introduction of a European-wide intermodal transport unit that is suitablefor all transport modes.Intermodal freight transport betweenthe European mainland and the Nordiccountries requires adaptation of port terminals in the Baltic Sea to handlecomplete block trains, and new low-costcommunication solutions to overcomethe differences in technical levels between the operators.

Advanced multi-modal transport chains 25

Overcoming barriers to implementation 26

Many of the barriers for the trans-European network occur in the field offinancing. Other barriers originate fromdifferent technical standards and allocation of regional responsibilities.Conflicting socio-economic and environmental objectives may also giverise to barriers to implementation.Phasing of trans-European projects canbe a better solution than public-private

partnerships (which may be difficult toimplement). Phasing or splitting intoindependent elements also helps to restrict the international part of the project. The positioning of the environmental appraisal procedurein the decision process shapes both thestrategies of the actors involved and thesolutions they reach. Mediation can bean effective way to resolve conflicts of interest if it represents a process ofinstitutional learning rather than relyingon charisma or personality.

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Financing trans-European networks

The gap between socio-economic andfinancial profitability is a major barrier inthe development of the trans-Europeannetwork. When a project is not sufficientlyprofitable for the private sector, directgovernment contributions or the introductionof user charges can be used to let the privatesector participate. However, even when aproject offers a sufficient financial return forthe private investor, the public sector couldstill be involved, for example to improve the project’s viability by mixing public and private skills. Research has produced ahandbook aimed at government officials onthe application of public-private partnership(PPP) approaches to financing and operatingtrans-European network projects.

Heading East

Transport is a key area for integration of theEU with Central and Eastern European countriesand the Baltic States.The strategic planning ofmulti-modal corridors is of vital importance to

start to close the gaps existing in the networksof the accession countries.Therefore research has investigated differentinfrastructure strategies for the developmentof major pan-European corridors.

Three types of PPP have been identifiedas most common to trans-European network projects:� joint ventures, where investment is

shared between the public and theprivate sector,

� concessions, where investment is fullyundertaken by the private sectorthrough concession agreements,

� hybrid types, where the project is splitin several project components with apublic SPV (“special purpose vehicle”)in control of the overall project.

Recommendations have been providedon how to organise the different phasesof the PPP process and avoid possiblebarriers pertaining to the regulatory framework, market and financial factorsand the political environment.A methodology (the “public private comparator”) has been presented toenable decision-makers to compare PPPwith conventional tendering for a specific project.

Risk allocation is at the core of successfulPPP specification; each stakeholdershould bear the risks it is best able tocontrol, manage and carry. The publicsector must be prepared to shoulderpolitical and legislative risk. Major uncertainties affecting PPP decisions areuser charging and other network level-effects. There is a strong case forthe Commission taking a co-ordinationrole regarding these issues in cross-border projects.

Implementing public-private partnerships 27

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A strategic assessment methodology hasbeen proposed to complement project-specific assessments. Images of the futureshave been elaborated under four scenarios:� “renaissance”, where a virtuous circle

will develop, facilitating growth andintegration;

� “dilution”,where high growth is sustainedby successful reforms but interventionsaimed at cohesion and shared politicalstructures weaken;

� “solidarity”, with low growth rates inboth Western and Eastern Europe andfast integration;

� “fragmentation”, with low growth andslow integration.

In-depth studies have been carried outfor the ten multi-modal pan-Europeancorridors that form the backbone of the network adopted in the transportinfrastructure needs assessment (TINA)process. Results have suggested that it isimportant to support multi-modal solutions, while at the same time payingattention to positive boundary conditions,

including intermodality and patterns ofinter-regional co-operation.Combinations of road and rail projectswere generally found to offer the greatestbenefits, with road projects bringinggreatest benefits in terms of accessibilityand rail projects in terms of safety improvement and air pollution reduction.Diversification of the investment in different types of infrastructure was alsofound to have greater success in achievingnational transport policy objectives.

Strategic assessment of pan-European transport corridors 28

Making better use of the Danubewaterway 29

Cargo volume on the Danube couldgrow by more than 170% from 1995 to2010 if substantial improvements innavigational conditions and transhipmentwere achieved. Major infrastructure andorganisational bottlenecks include therestricted width and depth on theupper Danube and the entrepreneurialweaknesses of the transition countries.

Key conditions for the intensified use ofthe Danube include:� creating a single pan-European

regulatory framework,� launching a trans-national investment

programme,� fostering the liberalisation of market

access and co-operation among serviceproviders, and

� better integration of inland navigationin long-distance transport chains.

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CURRENT DEVELOPMENTS IN TRANSPORT RESEARCH

learing bottlenecks in railway networks and at airports, exploitingthe potential of waterborne

transport and connecting effectivelythe candidate countries are important

challenges that still lie ahead.

Priorities and current research lines includethe following:Infrastructure development and maintenance –specifications for technical and administrativeinteroperability within and across modes,and optimisation of terminal operations.

Traffic management systems – solutions forinteroperable road traffic information andmanagement systems, development of asupervisory railway management facilityalong European corridors, development of

new functions for the RIS and VTMISconcepts to support the overall managementof the transport chain, large-scale demonstrations of validated ATM concepts,and demonstration of Galileo applications.

Decision support tools for infrastructure plans –enhancement of guidelines for SEA includingspecifications of indicators and data setsand calculation methods for transport environmental costs, and development ofnew methodologies for the assessment ofindirect and distributional impacts oftransport investment projects.

Innovative transport services – assessment ofthe potential for rail-air freight services, anddemonstration of operational solutions forEuropean rail freight freeways.

C

Research is underway to provide a methodology for the analysis and measurement of the network effectsstemming from qualitative improvementsand introduction of new capacity intrans-European network schemes. Otherresearch will combine transport and

macro-economic modelling to assess the impacts of infrastructure investmentson economic growth, including employment and industrial competitiveness, and the distribution ofthese impacts among citizen groups,industries and regions.

Assessing spatial and socio-economic impacts 30

Research is seeking to increase the useof the Danube waterway. Work is underway to set up and run highly integrated logistic networks and implement

an advanced European concept tomanage door-to-door intermodaltransport chains with inland navigationas the core transport mode.

Intermodal transport chains on the Danube corridor 31

This section identifies some of the current research inthe field of trans-European networks. Further detailsare available from the Links section of the web-basedKnowledge Centre.

18 19

References

Further information on the following projects can be obtained from the web-based Knowledge Centre.

Other key documents referenced in the brochure are available on the DG Energy and Transport website (http://europa.eu.int/comm/dgs/energy_transport/index_en.html).

1. White Paper "European transport policy for 2010: time to decide", COM(2001)370

2. Proposal for a Decision of the European Parliament and of the Council amending Decision 1692/96/EC on

Community guidelines for the development of the trans-European transport network, COM(2001)544

3.The transport research programme is part of the fourth framework programme for Community activities in the field

of research, technological development and demonstration for the period 1994 to 1998

4. MASTER project

5. ASTRA and EUNET-SASI projects

6. COMMUTE and STREAMS projects

7. EUFRANET project

8. PROFIT project

9. CODE-TEN and EUDET projects

10. MINIMISE and SORT-IT projects

11. IMPULSE and UTI-NORM projects

12. EMSET, ETCS-VB, INDRIS, MASTER and TROPIC projects

13. TORCH and VTMIS-NET projects

14. TRANSINPOL and VAST projects

15. ASTRA and EUNET-SASI projects

16. SCENARIOS and SCENES projects

17. COMMUTE and MEET projects

18. INFOSTAT and MESUDEMO projects

19. QUITS, PETS and TRENEN projects

20. TERMINET project

21. IMPREND project

22. OSIRIS and IRIS projects

23. EUFRANET project

24. SHIFTING CARGO and IMMUNITY projects

25. APRICOT and SCANDINET projects

26. TENASSESS project

27. PROFIT project

28. CODE-TEN project

29. EUDET project

30. IASON and TIPMAC projects

31. ALSO DANUBE project

The programme’s Knowledge Centre is available at:

http://europa.eu.int/comm/transport/extra/home.html

It provides:• structured guides to the results and projects for particular topics;• summaries and final reports of individual projects;• access to project web sites and other contact details.

Brochures on results from the transport research programme

are available for:

1. Sustainable mobility

2. Clean urban transport

3. European transport networks

4. Single European sky

5. Maritime safety

6. Freight intermodality

7. Getting prices right

8. Road safety

9. Intelligent transport systems

KO-39-01-570-EN

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OFFICE FOR OFFICIAL PUBLICATIONSOF THE EUROPEAN COMMUNITIESL-2985 LUXEMBOURG