Ministry of Public Works and Transport “ Ministerio de Fomento ”

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

2. 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

3. EU Context • FREE MOVEMENT OF: • People • Goods • Services • Capitals Policy areas: http://ec.europa.eu/transport/index_en.htm

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

5. Historical Evolution of the White Paper 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.

6. Background in the development of the White Paper on Transport Policy 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).

7. The White Paper Related basic Documents: • WHITE PAPER . • COM(2011) 144 final. Brussels, 28.3.2011 • “Roadmap to a Single European Transport Area – Towards a competitive and resource efficient transport system” • COMMISSION STAFF WORKING DOCUMENT. • SEC(2011) 391 final. Brussels, 28.3.2011 • “Accompanying the White Paper - Roadmap to a Single European Transport Area – Towards a competitive and resource efficient transport system” • IMPACT ASSESSMENT. • SEC(2011) 358 final. Brussels, 28.3.2011 • ”Accompanying document to the WHITE PAPER” • SUMMARY OF THE IMPACT ASSESSMENT. • SEC(2011) 359 final. Brussels, 28.3.2011 • ”Accompanying document to the WHITE PAPER”

8. The White Paper • 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. • 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.

9. The White Paper • By 2050, keygoalswillinclude: • No more conventionally-fuelled cars in cities. • 40% use of sustainablelowcarbonfuels in aviation. • At least 40% cut in shippingemissions. • A 50% shift of mediumdistanceintercitypassenger and freightjourneysfromroadtorail and waterbornetransport. • All of whichwillcontributeto a 60% cut in transportemissionsbythemiddle of thecentury.

10. The White Paper http://ec.europa.eu/avservices/video/videoplayer.cfm?ref=I069182&sitelang=en • Video:

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

12. White PaperCOM(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.

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

14. White PaperCOM(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.

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

16. White PaperCOM(2011) 144 final TEN (10) GOALS Developing and deploying 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 in major urban centres by 2030 . 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%).

17. White PaperCOM(2011) 144 finalTEN (10) GOALS Optimising the performance of multimodal logistic chains, including by making greater use of more energy-efficient modes 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. By 2050, complete a European high-speed rail network. Triple the length of the existing high-speed rail network by 2030 and maintain a dense railway network in all Member States. By 2050 the majority of medium-distance passenger transport should go by rail. A fully functional and EU-wide multimodal TEN-T ‘core network’ by 2030, with a high quality and capacity network by 2050 and a corresponding set of information services. By 2050, connect all core network airports to the rail network, preferably high-speed; ensure that all core seaports are sufficiently connected to the rail freight and, where possible, inland waterway system.

18. White PaperCOM(2011) 144 final TEN (10) GOALS Increasing the efficiency of transport and of infrastructure use with information systems and market-based incentives 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). By 2020, establish the framework for a European multimodal transport information, management and payment system. By 2050, move close to zero fatalities in road transport. In line with this goal, the EU aims at halving road casualties by 2020. Make sure that the EU is a world leader in safety and security of transport in all modes of transport. 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.

19. White PaperCOM(2011) 144 final THE STRATEGY WHAT NEEDS TO BE DONE ?

20. White PaperCOM(2011) 144 finalWHAT NEEDS TO BE DONE ? • A Single European Transport Area • Innovating for the future – technology and behaviour • Modern infrastructure, smart pricing and funding • The external dimension

21. White PaperCOM(2011) 144 finalWHAT NEEDS TO BE DONE ?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.

22. White PaperCOM(2011) 144 finalWHAT NEEDS TO BE DONE ? 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

23. White PaperCOM(2011) 144 finalWHAT NEEDS TO BE DONE ? 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)

24. White PaperCOM(2011) 144 finalWHAT NEEDS TO BE DONE ? Innovating for the future – technology and behaviour 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.

25. White PaperCOM(2011) 144 finalWHAT NEEDS TO BE DONE ? Innovating for the future – technology and behaviour • 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.

26. White PaperCOM(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 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/transport/its/road/action_plan/action_plan_en.htm Directive 2010/40/EU http://ec.europa.eu/enterprise/policies/satnav/galileo/index_en.htm

27. White PaperCOM(2011) 144 finalWHAT NEEDS TO BE DONE ? Innovating for the future – technology and behaviour • 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.

28. White PaperCOM(2011) 144 finalWHAT NEEDS TO BE DONE ? Innovating for the future – technology and behaviour • 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.

29. White PaperCOM(2011) 144 finalWhat 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)

30. White PaperCOM(2011) 144 finalWhat to be done?Modern infrastructure, smart pricing and funding • 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.

31. White PaperCOM(2011) 144 finalWhat to be done?Modern infrastructure, smart pricing and funding • 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

32. White PaperCOM(2011) 144 finalWhat to be done?Modern infrastructure, smart pricing and funding 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. TENT – PROJECTS € 1.5 trillion for 2010-2030

33. White PaperCOM(2011) 144 finalWhat to be done?Modern infrastructure, smart pricing and funding • 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.

34. White PaperCOM(2011) 144 finalWhat to be done?Modern infrastructure, smart pricing and funding • 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.

35. White PaperCOM(2011) 144 finalWhat 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.

36. White PaperCOM(2011) 144 finalWhat to be done?The external dimension Areas of actions

37. White PaperCOM(2011) 144 finalWhat to be done?The external dimension • 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.

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

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

40. White PaperCOM(2011) 144 final

41. SUMMARY OF THE IMPACT ASSESSMENT 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.

42. SUMMARY OF THE IMPACT ASSESSMENT The Commission has identified four (4) main root causes that prevent EU transport system to develop into a sustainable system:

43. SUMMARY OF THE IMPACT ASSESSMENT • Inefficient pricing • Inadequate research policy • Inefficiency of transport services • Lack of integrated transport planning

44. SUMMARY OF THE IMPACT ASSESSMENT • 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.

45. SUMMARY OF THE IMPACT ASSESSMENT 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.

46. 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”.

47. SUMMARY OF THE IMPACT ASSESSMENT • 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.

48. SUMMARY OF THE IMPACT ASSESSMENT 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.

49. SUMMARY OF THE IMPACT ASSESSMENT