EU Transport Policy. College of Europe. François Decoster Frédéric Versini

Transcription

1 François Decoster Frédéric Versini Professional Workshop EU Transport and Space Policies Bruges, November 2017 EU Transport Policy College of Europe

2 Outline PART 1: PART 2: PART 3: PART 4: PART 5: Transport Policy in Context Creating A Single European Transport Area Connect to Compete : Towards a European Infrastructure Policy Transport for Society Dealing with Transport in a Professional Context

3 Transport Policy in Context Ultimate goal: European integration process Historical background Policy framework and objectives : a competitive and resource efficient transport system

4 Ultimate goal: European integration process

5 A contribution to European integration Several elements plead for the development of a transport policy at EU scale: Europe is a continent with important geographic disparities Natural barriers such as 5 main seas : Black Sea, Mediterranean, Atlantic, North Sea, Baltic Sea), rivers (Rhine, Danube) and mountains : Pyrenees, Alps, Balkans Country diversity : geographical location (islands, maritime countries, hinterland, peripheral regions); size (France, Germany, Spain, Poland, Romania / Malta, Cyprus, Luxembourg, Slovenia); density of population (the Netherlands, Belgium, United Kingdom, Italy / France, Poland, Sweden, Finland) Completing EU enlargement Question of accessibility to certain regions (Poland, Baltic countries, Romania) / new challenges with regard to congestion of Western Europe Specific transport needs in re-emerging regional areas: Baltic Sea; Black Sea; Mitteleuropa

6 A contribution to European integration Strong heritage of national schemes in the field of transport Transports schemes = ensure the control on the territory; Development of railways in the 19th and 20th century (few possibilities for cross border connections ; example France-Germany); History and technical choices (rail gauge differences: standard is 1465 mm but broader gauge in Spain and Portugal (1668 mm) and in Russia and Finland (1524/1520 mm) break-of-gauge); Choices of economic models: anglo-saxon model based on the market and oriented towards users and private investors (early liberalisation in the UK); continental model based on the role of the State and oriented to public services ; former planned economy model (central and oriental Europe)

7 A contribution to European integration Meeting EU citizens expectations in the context of globalization and emerging risks bringing EU citizens closer within the EU and in relations with their neighbours thus, contribute to building of a European citizenship ensuring economy inside global schemes of transport (competitiveness of EU transport organisation: efficiency, costs, legal environment) protecting citizens against risks through enhanced transport safety standards (fights against maritime incidents, ecolological disasters, air crashes, road accidents) and better security (preventing terrorist attacks against air, rail or urban transport facilities)

8 Historical approach : how transport policy has been developed?

9 Genesis Spaak report (1956): framework for negotiations of the Treaty of Rome Spaak report drew attention to 3 aspects of transport policy which would need to be covered : no discrimination on grounds of origin or destination in charging for EC passengers or freight development and financing of infrastructure investment formulation of a common transport policy

10 A slow start The common transport policy was already mentioned in the Treaty of Rome in 1957 Article 3 : a common policy in the sphere of transport + Title V with substantive provisions Two major shortcomings: the unanimity rule blocks any ambitious development only inland transport is concerned Failed Commission s attempts to develop transport initiatives : Schaus Memorandum (1961) and action programme (1962): package of measures for a transparent and competitive inland transport market by 1970 Commission s strategy (1973) for a common transport policy Only a few targeted pieces of legislation were adopted : removal of national discriminations on prices and transport conditions mutual recognition: access to profession; technical and social rules (truck drivers) specific rules on State aid for public services (territorial continuity) and for coordination of transport modes application of competition rules to land transport and inland waterways

11 1985: the turning point Context: the Council was refusing to even consider the Commission s proposals The 1985 ruling of the Court of Justice recognised the Council's default in 1983, the European Parliament decided to take the Council of Ministers to the European Court of Justice for "failing to introduce a common policy for transport and in particular to lay down the framework of such a policy in a binding manner", as required by the Treaty. On 22 May 1985, the Court delivered its ruling confirming that the Council had "failed to ensure freedom to provide services in the sphere of international transport and to lay down the conditions under which non-resident carriers may operate transport services in a Member State" June 1985: the Commission published its White Paper on the completion of the internal market with a strong component on transport

12 1992, in search of a mission New perspectives with in the Maastricht Treaty ( ): New Title XII on Transeuropean Networks for telecommunication, energy and transport (infrastructures) Priority projects are agreed at Essen in December 1994 New Article 75 which inserts transport safety in EU competences December 1992 : Commission s Communication on the Future Development of the Common Transport Policy first attempt to shift Transport policy away from a purely sector- specific approach (transport mode) to an integrated policy based on sustainable mobility New issues : transport safety, environmental and social protection, external relations, and pricing policies Urban transport sector and regional and local passenger transport emerged as a new target of CTP New role for the Commission: financing of research and diffusion of best-practice experience

13 : a decade to decide Commission s White Paper «European Transport Policy for 2010: Time to decide» Adopted on 12 September 2001 Full political agenda on a comprehensive transport policy Mid-term review (22 June 2006) White Paper (2011): Roadmap to a Single European Transport Area Towards a competitive and resource efficient transport system Adopted on 28 March 2011

14 Policy development : institutional approach Significant shift in authority from national to supranational level Introduction of majority voting in the Council (Single European Act) Extension of the European Parliament's joint decision-making powers (Treaties of Maastricht and Amsterdam) Gradual increase of competences: infrastructure, safety aspects, environmental concerns, security issues, clean power Unprecedented use of competition instruments by the Commission Gradual development of case law by the ECJ Current treaty provisions (TFUE) Article 4 : shared competence for transport and transeuropean networks Article 90 to 100 on transport policy Article 170 to 172 on transeuropean networks

15 Policy framework and objectives : Towards a competitive and resource efficient transport system

16 Global challenges for transport Increasing competitive pressure in the global economy Growing congestion and poorer accessibility. An infrastructure gap in the enlarged EU Increasing oil price and persistent oil dependency A deteriorating climate and local environment

17 Why does transport matter? The EU economy is one of the most open in the world. The future prosperity of our continent will depend on the ability of all of its regions to remain part of a fully integrated world economy The transport industry is an important part of the economy: in the EU: 1.1 million companies and a turnover of 1320 billion. It directly employs around 11 million people and accounts for about 5% of GDP This does not include the manufacturing of transport equipment, accounting for another 1.8% of EU gross value added and 1.4% of employment Many European companies are world leaders in infrastructure, logistics, manufacturing of transport equipment and traffic management Transport as a business and for business

18 Growing congestion and poorer accessibility Fuel costs and congestion levels are expected to rise significantly by 2030, leading to further divergences in accessibility

19 Facts, figures and trends Congestion costs Europe about 1 % of Gross Domestic Product (GDP) every year. The slow pace of deployment of smart mobility systems and problems with interoperability are causing considerable economic losses, both in terms of unexploited capacity and in terms of operators duplicating costly equipment. The EU spends up to 1 billion per day on oil imports, half of which is used to power vehicles, aircrafts and vessels = 2.5% of GDP with significant impact on the trade balance and EU firms exposure to the risk of oil-price volatility. Road fatalities continue to decrease (by 9% in 2012 and 8% in 2013), but are still unacceptably high: over 26,000 people died in road accidents in the EU in Transport is the second source of greenhouse gas emissions (19.7% of the total) after the energy industries (31%) and before the industrial sector (18.8%). The success of EU companies depends on their ability to integrate in global value chains, finding new markets for their products and the best sources for their inputs. Reliability of logistic is also critical high-value products.

20 Growing transport demand (source: Pocketbook 2016)

21 . In Tight carbon budget for transport October 2009, the European Council showed support for the objective of reducing GHG emissions in the EU by 80 to 95% by 2050 compared to 1990 levels Source: PRIMES-TREMOVE and TREMOVE Transport accounts for about one fourth of GHG emissions: 60% comes from passenger transport, one quarter is urban, less than one quarter is inter-continental and over half is medium-distance Source: PRIMES, NTUA (E3MLab)

22 Need to decarbonise transport Transport is projected to become the largest emitter of CO2 after Action is needed to meet our commitment under the Paris Agreement and the 2030 goals. Transport emissions in 2050 should be at least 60% lower than in Source: PRIMES, NTUA (E3MLab)

23 The image part with relationship ID rid1 was not found in the file. Meeting the challenge To meet the challenges, transport has to: Use less energy Use cleaner energy Exploit efficiently a multimodal, integrated and intelligent network

24 1 target and 10 benchmarks / goals to guide policy action Reduction of at least 60% of greenhouse gas emissions by 2050 with respect to 1990 Transport s contribution to the goal of limiting climate change below 2 degrees Global target for Energy Union : 40% reduction of greenhouse gas emissions by 2030 Interim target is 20% reduction by 2030

25 Ten Goals for competitive and resource efficient transport New and sustainable fuels and propulsion systems 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 by % of low-carbon sustainable fuels in aviation and 40% (if feasible 50%) less emissions in maritime by 2050

26 Ten Goals for competitive and resource efficient transport Optimising the performance of multimodal logistic chains, including by making greater use of more energy-efficient modes 30% of road freight over 300 km should shift to other modes by 2030, and more than 50% by 2050 Triple the length of the existing high-speed rail network. 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 By 2050, connect all core network airports to the rail network; all seaports to the rail freight and, where possible, inland waterway system

27 Ten Goals for competitive and resource efficient transport Increasing the efficiency of transport and of infrastructure use with information systems and market-based incentives Deployment of SESAR by 2020 and completion of the European Common Aviation Area. Deployment of ERTMS, ITS, SSN and LRI, RIS and Galileo By 2020, establish the framework for a European multimodal transport information, management and payment system 2050, move close to zero fatalities in road transport Move towards full application of user pays and polluter pays principles

28 How to do it 4 i s and 40 actions nternal market: Create a genuine Single European Transport Area by eliminating all residual barriers between modes and national systems. nnovation: EU research needs to address the full cycle of research, innovation and deployment in an integrated way. nfrastructure: nternational: 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. Opening up third country markets in transport services, products and investments continues to have high priority.

29 10 priorities of the Juncker Commission 1. Employment, growth, & investment 2. Digital Single Market 3. Energy Union 4. Internal Market 5. Monetary Union 6. Transatlantic Treaty 7. Justice & Fundamental Rights 8. Migrations 9. A World Actor 10. Demographic Change

30 Transport contributes to Commission priorities 1) A new boost for jobs, growth and investment 2) A connected digital Single Market 3) A resilient energy union with a forward looking climate change policy 4) A deeper and fairer internal market with a strengthened industrial base 9) A stronger global actor = relevant for transport policy and strategy

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32 The 2011 White Paper WP 2001 Modal shift MR 2006 Co-modality WP 2011 Full modal integration A Single European Transport Area in which all residual barriers between modes and between borders are eliminated