EU_White Paper_Presentation of the White Paper Andres GALVAN RAMIREZ.ppt

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Ministry of Public Works and Transport
“Ministerio de Fomento”
Paseo de la Castellana, 67.
28071- Madrid (Spain)
http://www.fomento.es/MFOM/LANG_EN

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FIELDS OF ACTIVITY:
TRANSPORT:
• LAND TRANSPORT (ROAD AND RAIL)
• MERCHANT MARINE & STATE HARBOURS
• CIVIL AVIATION
• AIRPORTS
INFRASTRUCTURES:
• RAILWAY AND HIGHWAY NETWORKS
HOUSING POLICIES
NATIONAL REGULATORY AUTHORITY ON POSTAL SERVICES
NATIONAL GEOGRAPHIC INSTITUTE
EC MARKING

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EU Context
EU
Transport
Policies
White Paper
Lisbon
Agenda
Integrated
Transport
Market
TEN -T
Safety &
Security
Passengers
Rights
Climate
Change
FREE MOVEMENT OF:
• People
• Goods
• Services
• Capitals
Policy areas:
http://ec.europa.eu/transport/
index_en.htm

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White Paper 2011
Roadmap to a Single European Transport Area
Towards a competitive and resource efficient
transport system

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White Paper (1992):
opening the transport market
White paper (2001) :
“European transport policy for 2010: time to decide”
focus on modal shift
Mid term review (2006) :
“Keep Europe moving – sustainable mobility for our continent”
focus on co-modality -"use of different modes on their own and in combination, in the aim to
obtain an optimal and sustainable utilisation of resources".
New White Paper (2011):
“Roadmap to a Single European Transport Area – Towards a
competitive and resource efficient transport system”
Creation of a Single European Transport Area in which all residual barriers – between
modes and between borders – are eliminated. Full modal integration.
Historical Evolution of the White Paper

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In 1992, the Commission published a White Paper on the common transport policy,
which was essentially dedicated to market opening. Almost ten years later, the
2001 White Paper emphasized the need to manage transport growth in a more
sustainable way by achieving a more balanced use of all transport modes.
The White Paper accompanied by the impact assessment report identifies the
challenges that the transport system is likely to face in the future, based on an
evaluation of policies and developments in the recent past, and on an assessment
of current trends. It then defines a long-term strategy that would allow the
transport sector to meet its goals with a 2050 horizon.
The White Paper on Transport Policy addresses also issues related to some other
flagships, and notably “Innovation Union”, “An industrial policy for the globalisation
era”, “A digital agenda for Europe”, “An agenda for new skills and jobs” and a
“European platform against poverty” (the territorial cohesion aspect).
Background in the development of the
White Paper on Transport Policy

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Related basic Documents:
o WHITE PAPER .
o COM(2011) 144 final. Brussels, 28.3.2011
o “Roadmap to a Single European Transport Area – Towards a competitive and
resource efficient transport system”
o COMMISSION STAFF WORKING DOCUMENT.
o SEC(2011) 391 final. Brussels, 28.3.2011
o “Accompanying the White Paper - Roadmap to a Single European Transport Area
– Towards a competitive and resource efficient transport system”
o IMPACT ASSESSMENT.
o ”Accompanying document to the WHITE PAPER”
o SUMMARY OF THE IMPACT ASSESSMENT.
o ”Accompanying document to the WHITE PAPER”
The White Paper

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o The European Commission adopted a roadmap of
40 concrete initiatives for the next decade to build
a competitive transport system that will increase
mobility, remove major barriers in key areas and
fuel growth and employment.
o At the same time, the proposals will dramatically
reduce Europe's dependence on imported oil and
cut carbon emissions in transport by 60% by 2050.
The White Paper

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The White Paper
By 2050, key goals will include:
• No more conventionally-fuelled cars in cities.
• 40% use of sustainable low carbon fuels in aviation.
• At least 40% cut in shipping emissions.
• A 50% shift of medium distance intercity passenger and freight
journeys from road to rail and waterborne transport.
• All of which will contribute to a 60% cut in transport emissions
by the middle of the century.

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o Video:
The White Paper
http://ec.europa.eu/avservices/video/videoplayer.cfm?ref=I069182&site
lang=en

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White Paper.
COM(2011) 144 final
Roadmap to a Single European Transport Area
Towards a competitive and resource efficient
transport system

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White Paper
COM(2011) 144 final
The Commission will prepare
appropriate legislative proposals in the
next decade with key initiatives to be
put forward during the current
mandate.

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White Paper
COM(2011) 144 final
Each of its proposals will be preceded
by a thorough impact assessment,
considering EU added value and
subsidiary aspects.

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White Paper
COM(2011) 144 final
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.

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White Paper
COM(2011) 144 final
Ten (10) Goals for a competitive and
resource efficient transport system:
benchmarks for achieving the 60%
GHG emission reduction target

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White Paper
COM(2011) 144 final
Developing and deploying new and sustainable fuels and propulsion systems:
1.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 2030 .
2.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
possible 50%).
TEN (10) GOALS

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White Paper
COM(2011) 144 final
TEN (10) GOALS
Optimising the performance of multimodal logistic chains, including by making
greater use of more energy-efficient modes
3. About a 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.
4.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.
5.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.
6.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.

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White Paper
COM(2011) 144 final
TEN (10) GOALS
Increasing the efficiency of transport and of infrastructure use with
information systems and market-based incentives
7. Deployment of the modernized air traffic management infrastructure (SESAR ) in
Europe by 2020 and completion of the European Common Aviation Area.
Deployment of equivalent land and waterborne transport management systems
(ERTMS , ITS , SSN and LRIT , RIS ). Deployment of the European Global
Navigation Satellite System (Galileo).
8. By 2020, establish the framework for a European multimodal transport information,
management and payment system.
9. 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.

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White Paper
COM(2011) 144 final
THE STRATEGY
WHAT NEEDS TO BE DONE ?

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White Paper
COM(2011) 144 final
 A Single European Transport Area
 Innovating for the future – technology and behaviour
 Modern infrastructure, smart pricing and funding
 The external dimension

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White Paper
COM(2011) 144 final
A Single European Transport Area
A Single European Transport Area should ease the movements of citizens
and freight, reduce costs and enhance the sustainability of European
transport:
 A Single European Sky with an increase of the capacity and quality of
airports.
 A Single European Railway Area with the abolishment of technical,
administrative and legal obstacles which still impede entry to national railway
markets.
 A road freight market more efficient and competitive.
 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.

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White Paper
COM(2011) 144 final
A Single European Transport Area
 A market opening needs quality jobs and an improvement of the working
conditions, as human resources are a crucial component of any high quality
transport system.
 The 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

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White Paper
COM(2011) 144 final
Innovating for the future – technology and behaviour
A more efficient and sustainable European transport system by
acting on three (3) 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.
clean vehicles
(Green car initiative, Clean Sky)

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White Paper
COM(2011) 144 final
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.

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White Paper
COM(2011) 144 final
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).
Interoperable interconnected solutions for the next generation of multimodal transport management and
information systems (including for charging).
It will also require an investment plan for new navigation, traffic monitoring and communication services.

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White Paper
COM(2011) 144 final
TEN (10) GOALS
http://ec.europa.eu/transport/air/sesar/sesar_en.htm
http://ec.europa.eu/transport/marcopolo/index_en.htm
http://ec.europa.eu/transport/its/road/action_plan/action_plan_en.htm
Directive 2010/40/EU
Intelligent transport systems include the traffic management
systems for road, rail, air and waterborne transport as well as
the positioning and navigation systems.
http://ec.europa.eu/enterprise/policies/satnav/galileo/index_en.htm

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White Paper
COM(2011) 144 final
 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.

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White Paper
COM(2011) 144 final
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.

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White Paper
COM(2011) 144 final
What to be done?
Modern infrastructure, smart pricing and funding
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.
 Simplification of administrative procedures.
 Cargo tracking and tracing.
 Optimisation schedules and traffic flows (e-Freight)

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White Paper
COM(2011) 144 final
What to be done?
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.
 The completion of missing links – mainly cross-border sections and
bottlenecks/bypasses.
 The upgrading of existing infrastructure
 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.

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White Paper
COM(2011) 144 final
What to be done?
TENT – PROJECTS
The cost of EU infrastructure development to match the demand for
transport has been estimated at over € 1.5 trillion for 2010-2030.
 The completion 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.
 Investment in vehicles, equipment and charging infrastructure
which may require an additional € 1 trillion to achieve the emission
reduction goals for the transport system
http://ec.europa.eu/transport/infrastructure/ten-t-policy/review/ten-t-
policy-review_en.htm

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White Paper
COM(2011) 144 final
What to be done?
TENT – PROJECTS
€ 1.5 trillion for 2010-2030
Financing
Member
States’
Budgets
EU Cohesion
and Structural
Funds
Private Sector
Internalisation
of External
Costs
Infrastructure
Use Charges
The ultimate policy objective of the TEN-T is the
establishment of a single, multimodal network
covering both traditional ground-based structures
and equipment (including intelligent transport
systems) to enable safe and efficient traffic.
Increasingly, it also involves the deployment of
innovative systems that not only promise benefits
for transport but also have substantial potential for
industrial innovation.

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White Paper
COM(2011) 144 final
What to be done?
Trans-European transport networks are cofinanced by the following
Community instruments currently:
• Grants from the Trans-European transport budget (Funding rules).
• Grants from the Cohesion Fund budget, in the countries eligible for
its intervention.
• Grants from the ERDF, prioritarily on Convergence objective
regions
• Loans and guarantees from the European Investment Bank (EIB)
• Moreover, TEN-T projects can benefit from the results of the
Community Framework Programme on RTD. Can be transferred to
the TEN-T policy developments.

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White Paper
COM(2011) 144 final
What to be done?
 Transport charges and taxes must be restructured in the direction of wider
application of the ‘polluter-pays’ and ‘user-pays’ principle.
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.
 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.
 Before 2020, the Commission will develop a common approach for the internalisation
of noise and local pollution costs on the whole rail network.
 The EU urges a decision in IMO on a global instrument to be applied to maritime
transport, where climate change costs are currently not internalised.

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White Paper
COM(2011) 144 final
What to be done?
The external dimension
Road Map Challenges
 The development of transport beyond the EU borders.
 Opening up third country markets in transport services,
products and investments continues to have high priority.
 EU’s role as a standard setter in the transport field.

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White Paper
COM(2011) 144 final
What to be done?

Areas of actions

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White Paper
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What to be done?
 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.
 Extend our transport and infrastructure policy to our immediate neighbours. A
cooperation framework similar to on the Western Balkan Transport Treaty could be
used to extend EU rules to other neighbouring countries.
 Opening up transport markets to free and undistorted competition and
environmentally sustainable solutions.
 Complete the European Common aviation area of 58 countries and 1 billion
inhabitants.
 Cooperate with the Mediterranean partners in the implementation of a
Mediterranean Maritime Strategy to enhance maritime safety, security and
surveillance.
 Promote SESAR, ERTMS and ITS technology deployment in the world, and
establish research and innovation partnerships also at international level.

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White Paper.
COM(2011) 144 final
Annex I:
List of initiatives

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White Paper.
COM(2011) 144 final
Annex I: List of initiatives
1. An efficient and integrated mobility system
1. A Single European Transport Area
2. Promoting quality jobs and working conditions
3. Secure Transport
4. Acting on transport safety: saving thousands of lives
5. Service quality and reliability
2. Innovating for the future: technology and behaviour
1. A European Transport Research and Innovation Policy
2. Promoting more sustainable behaviour
3. Integrated urban mobility
3. Modern infrastructure and smart funding
1. Transport infrastructure: territorial cohesion and economic growth
2. A coherent funding framework
3. Getting prices right and avoiding distortions
4. The external dimension

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White Paper
COM(2011) 144 final

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The share of CO2 emissions from transport would
continue increasing to almost 50% of total
emissions by 2050.
Oil products would still represent 89% of the EU
transport sector needs in 2050.
Congestion would continue to pose a huge burden
on the society.
SUMMARY OF THE IMPACT ASSESSMENT

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The Commission has identified
four (4) main root causes that
prevent EU transport system to
develop into a sustainable
system:

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 Inefficient pricing
 Inadequate research policy
 Inefficiency of transport services
 Lack of integrated transport planning

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 Inefficient pricing: Today, most of the external costs of transport are still not internalised.
Where existent, internalisation schemes are not co-ordinated between modes and Member
States. Moreover, many taxes and subsidies which have been designed without the
internalisation goal in view have a distorting effect on behaviour.
 Inadequate research policy: In spite of the substantial efforts dedicated to transport research
policy and the promising results being obtained, a wide variety of market and regulatory
failures hinder the fast development and deployment of key technologies for sustainable
mobility.
 Inefficiency of transport services: The achievement of a single, integrated and efficient
transport system is delayed today by a number of remaining regulatory and market failures
such as regulatory barriers to market entrance or burdensome administrative procedures which
hamper the efficiency and the competitiveness of multimodal and cross-border transport.
Besides, investments to modernise the rail network and the transhipment facilities have been
insufficient to address the bottlenecks in multimodal transport. Modal networks continue to be
poorly integrated. TEN-T policy has lacked financial resources and a true European and
multimodal perspective.
 Lack of integrated transport planning: When taking land-use planning or location decisions both
at local level and at continental level, public authorities and companies often do not properly
take into account the consequences of their choices on the operation of the transport system
as a whole, which typically generates inefficiencies.

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Pursuant to Articles 90 and 91 of the TFEU, the
Common Transport Policy should contribute to
the broader objectives of the Treaties.
The prime objectives of the Common Transport
Policy are to complete the internal market for
transport, ensure sustainable development,
promote a better territorial cohesion and
integrated spatial planning, improve safety, and
develop international cooperation.

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General Policy Objective
 The general policy objective of this initiative is to define a long-term
strategy that would transform the EU transport system into a
sustainable system by 2050. This general objective can be translated
into more specific objectives:

 A reduction of GHG emissions that is consistent with the long-term
requirements for limiting climate change to 2 °C[1] and with the
overall target for the EU of reducing emissions by 80% by 2050
compared to 1990. Transport-related emissions of CO2[2] should
be reduced by around 60% by 2050 compared to 1990[3].
 A drastic decrease in the oil dependency ratio of transport-related
activities by 2050 as requested by the EU 2020 Strategy for
transport calling for “decarbonised transport”.
 Limit the growth of congestion.
 [1] The “Low-carbon economy 2050 roadmap” identifies a path for the reduction of the EU GHG emissions by 80% by
2050 with respect to 1990. In the "Effective and widely accepted technology" scenario it is foreseen that the transport
sector reduces its emissions by around 60%, industry by around 80%, the residential sector and services by around 90%, and
power generation by over 90%.
 [2] The references to transport-related CO2 emissions relate only to tank-to-wheel emissions.
 [3] As most GHG emissions from transport are CO2 emissions, this target can be considered as equivalent to the target
of reducing GHG emissions by 60%, as expressed in the Impact Assessment on “Low-carbon economy 2050 roadmap”.

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The Commission has identified seven (7) policy
areas in which concrete policy measures could
have a key role in stimulating the expected shift of
the transport system to another paradigm:
 pricing
 taxation
 research and innovation
 efficiency standards and flanking measures
 internal market
 infrastructure and
 transport planning.

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It is important to note that the assessment of
impact of the policy options is surrounded by a
significant degree of uncertainty, owing to the
very long – 40-year – time horizon and to the
influence of factors that are difficult to predict or
quantify:
 the many synergies and trade-offs between policy measures,
 the long-term technological developments
 the role on welfare of mobility and environmental amenities.

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Elaborated by DG MOVE in collaboration with DG
ENER and DG CLIMA.
IMPACT ASSESSMENT

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Communication on “A sustainable future for
transport: Towards an integrated, technology-led and
user friendly system ”, adopted by the Commission
on 17 June 2009.
Through this Communication, the Commission
launched an open debate covering the main
challenges for EU transport policy, the key
objectives for the transport system and the ways
how to meet them.
See: http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=COM:2009:0279:FIN:EN:PDF
IMPACT ASSESSMENT.
Consultation and Expertise

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Input from stakeholders has been taken into
account in assessing the different possible actions
to improve the sustainability of the transport
system in the EU.
External expertise was used to assess the various
options available, including aspects raised during
the public consultation.
IMPACT ASSESSMENT.
Consultation and Expertise

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Conclusion
 It can be concluded that the European Union has not succeeded in containing the
growth of the economic, environmental and social costs of mobility while
simultaneously ensuring that current and future generations have access to safe,
secure, reliable and affordable mobility resources to meet their own needs and
aspirations.
 The Commission is therefore of the opinion that the EU transport system today is
not sustainable enough.
 Firstly, it is not sufficiently resource efficient so as to promote sustainable
growth in the meaning of the EU 2020 strategy. Transport is extremely
dependent upon oil whereas CO2 emissions from transport-related activities
account are still growing.
 Secondly, with congestion growing, it does not sufficiently keep pace with the
mobility needs and aspirations of people and businesses.
IMPACT ASSESSMENT.
Description and scope of the problem

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IMPACT ASSESSMENT
What if present trends continue?

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IMPACT ASSESSMENT

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Total passenger transport activity would increase
by 51% between 2005 and 2050 while freight
transport activity would go up by 82%.
Transport accounts today for over 30% of final
energy consumption. In a context of growing
demand for transport, final energy demand by
transport is projected to increase by 5% by 2030
and an additional 1% by 2050 to then 32% of total
final energy consumption, driven mainly by aviation
and road freight transport.
IMPACT ASSESSMENT
The Reference scenario

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 As a result of the rising fuel price, the total fuel costs
for the transport sector would be about 300 billion euro
higher in 2050 relative to 2010 which represents more
than 70% increase over the period under review.
 Renewables would represent 10% of total energy
consumption in transport by 2020, reflecting the
implementation of the Renewables Directive38. Their
share would gradually increase to 13% by 2050.
 the pace of electrification in the transport sector is
projected to remain slow in the Reference scenario:
electric propulsion in road transport does not make
significant inroads by 2050.
IMPACT ASSESSMENT

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As a consequence, the EU transport system would
remain extremely dependent on the use of fossil
fuels.
Oil products would still represent 90% of the EU
transport sector needs in 2030 and 89% in 2050 in
the Reference scenario.
IMPACT ASSESSMENT

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 In this context, whereas transport today accounts for about one
fourth of total CO2 emissions, the share of CO2 emissions from
transport would continue increasing, to 38% of total CO2
emissions by 2030 and almost 50% by 2050, following a relatively
lower decline of CO2 emissions from transport compared to
power generation and other sectors.
This is due to the higher cost of abating emissions in the
transport sector.
 Overall, CO2 emissions from transport would still be 31% higher
than their 1990 level by 2030 and 35% higher by 2050, mainly
owing to the fast rise of transport emissions during the 1990s.
IMPACT ASSESSMENT

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IMPACT ASSESSMENT
The Reference scenario.
External Costs.
 External costs of transport would continue increasing. The
increase in traffic would lead to a roughly 20 billion € increase of
noise-related external costs by 2050 and external cost of
accidents would be about 60 billion € higher.
 The external cost of accidents in urban areas would increase by
some 40%. Only the external costs related to air pollutants would
decrease by 60% by 2050.
 In particular, congestion would continue to represent a huge
burden on the society. Congestion costs are projected to
increase by about 50%, to nearly 200 billion € annually.

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IMPACT ASSESSMENT
External Costs.
Transport users have to pay the costs related to the use of their mode of transport (fuel,
insurance, etc.). Such costs are considered private in the sense that they are paid directly by
the user. Transport users also generate external costs, negative externalities (delays as a
result of congestion, health problems caused by noise and air pollution, greenhouse gas
emissions, etc.), which they do not bear directly and which have a cost to society as a whole.
The sum of the private and external costs of transport gives its socialcost.
Internalisation involves reflecting the external costs in the price of transport. However, only a
price based on the total social costs will take account of the services used and the
consumption of resources. The aim is to make users more aware of the costs they generate
and to encourage them to change their behaviour in order to reduce them.
http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=CELEX:52008DC0435:EN:NOT
“No later than 10 June 2008, the Commission shall present, after examining all options
including environment, noise, congestion and health-related costs, a generally applicable,
transparent and comprehensible model for the assessment of all external costs to serve as
the basis for future calculations of infrastructure charges. This model shall be accompanied by
an impact analysis of the internalisation of external costs for all modes of transport and a
strategy for a stepwise implementation of the model for all modes of transport.
The report and the model shall be accompanied, if appropriate, by proposals to the European
Parliament and the Council for further revision of this Directive” (Directive 2006/38/EC).

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IMPACT ASSESSMENT
External Costs.
Conclusion:
It is clear from the above that, factoring in all
the indicators, today’s unsustainable system of
mobility is not likely to become sustainable if
present trends continue.

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IMPACT ASSESSMENT
Root causes of the unsustainability of transport
1- There cannot be economic efficiency unless the prices in transport
reflect all costs to the society actually caused by the users.
Internal + External costs.
As long as the total costs to society induced by transport activities (including the cost of
infrastructure provision and maintenance) are not correctly reflected in the costs borne by
transport users, the demand for transport stays above its optimal level and the pricing
system fails to steer the customers towards most efficient and sustainable mobility
choices
2- Transport technologies do not achieve low carbon mobility
3- Supply of transport services: not sufficiently efficient
4- Transport planning: lack of coordination and insufficient awareness of
interactions
Significant changes in urban mobility require comprehensive actions that bring together
land-use planning, road use and parking, transport pricing, infrastructure development,
public transport policy and much more.

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IMPACT ASSESSMENT
Appendix 4
Inventory of policy measures relevant for
the transport sector included in the 2050
reference scenario.

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IMPACT ASSESSMENT
Appendix 4

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IMPACT ASSESSMENT
Appendix 4

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IMPACT ASSESSMENT
Appendix 4

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White Paper.
Some of the main actions
developed by the Ministry
in the frame of the White
Paper.

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The impact of the White Paper in the policies followed by the Ministry
It is necessary to encourage transport companies
to use modern and environmentally friendly fleet to
reduce emissions:
It is a requirement provided by law for the granting
of new licenses and for approval of enlargement.
In the case of public services, particularly regular
passenger lines, the environmental performance of
the fleet is taken into account when giving
concessions.

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Promote intermodality:
The granting of authorizations for passenger transport is carried out with an
overview of all means of transport that can cover the service for certain routes,
eliminating duplication and redundancy, thus maximizing their effectiveness.
The new law governing contracts of carriage, is one of the most modern in
Europe, and provides that the goods can be benefited from a single transport
document (CMR or others) of intermodal thus setting equal rights and obligations
regardless the mode of transport.
Now, it is also contemplated the documentation requirements for interconnection
with air and maritime transport systems.
A reduction and streamlining of bureaucratic documents accompanying the
carriage.
The contract of carriage may now address those who are promoting the use of
new technologies and the ease in processing.
See our new 2009 contract law the land transport of goods.

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Document of Control (CMR)
If the parties agree, they may issue a transport
document by electronic means under the law.
Document of control issued electronically.
In this case, the consignment or document of
control should be an electronic record that can be
transformed into legible written symbols.

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In rail transport, the carrier may extend the
deadline of transport contract as strictily needed
when:
a) Shipments are transported by lines with
different gauge, by sea or by road where there is
no rail connection.
b) Extraordinary circumstances involving an
abnormal increase in traffic or abnormal operating
difficulties.

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For the purposes of this law a multimodal
transport contract is, the contract concluded by
the shipper and the carrier to move goods by more
than one mode of transport, one of which is land,
regardless of the number of carriers involved in its
implementation.
The multimodal transport contract shall be
governed by legislation specific to each mode, as if
the carrier and the shipper had entered into a
different transport for each phase of the journey.

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While not regulated by special law the contract of
river transport of goods, it becomes subject to this
law.
From 1st of January 2010, the railway companies
will have free access to the General Interest
Railway Network for the operation of international
transport of passengers.
To carry out such transport services will need to
have obtained the relevant railway undertaking
license granted by the competent authority of a
Member State of the European Union.

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Other consequences:
Review of the Law of the rail sector in accordance with the plan
PITyV for the impetus and promotion of the rail system.
Management of rail transport. 2013 will be the end of the
regulatory review.
Commitment to increase the size and professionalism of the
transportation companies to facilitate their access to European
markets.
Extreme rigor in implementing the requirements of EU legislation.
Rational creation of corridors that meet the needs of domestic
and international markets, consistent with the constraints of
European corridors.
Flexibility in the provision of services.
Eliminate duplication and achieve a balanced and coordinated with
existing infrastructure and new projects.

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The Plan to Promote the Rail Freight will be integrated in
the PITVI revised.
The Ministry will review the Strategic Plan to Promote
Transport of Goods by Rail, approved by the former
government in the last legislature, and the plan will be
integrated into the future Strategic Plan for Infrastructure,
Transport and Housing (PITVI), which is expected to be
submitted before next summer.
The plan will have three funding streams: the contributions
budget, European funds and private capital
http://www.fomento.gob.es/NR/rdonlyres/33CFDA69-
1E12-44E3-BDA7-7D30C3C97E38/109398/12020906.pdf

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THANKS FOR YOUR ATTENTION!

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Ministerio de
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Ministerio de
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Dirección General de
Transporte Terrestre

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