15 December 1999

All proposals submitted for this Key Action in the framework of the third periodic call should address one of these tasks or sub-tasks as indicated in the task description, all of which are linked with the strategy and priorities defined for this call in the work programme, as updated.

The first three digits of the reference number mentioned together with each task title indicates the work programme reference number. An example: 2.1.1 stands for “Socio-economic scenarios for the mobility of people and goods”, subheading “Quantitative tools for decision making”. The number after the slash is the sequential number of the task within one research area following the last number of the second call.

Involvement of Non-EU countries (Item 8). Entities from Associated States to the Fifth Framework Programme are always welcome to participate. The information given within this item aims at inviting more expresly consortia to involve their entities for a given task, and sometimes entities from other identified third countries.

This document can also be downloaded from the Homepage of Programme 3 on the Internet:

Decision-makers in road safety primarily need both quantitative and qualitative accident information in order to identify areas where improvements in safety could be made. Road accident data, which comprise an important subset of road safety information, are required to support the development of policy measures, or technological improvements, which could prevent accidents and reduce the number and severity of their consequent casualties and property damage. Road accident data, collected by the police and registered in national databases and subsequently in the CARE Community database, is essential for the identification of problem areas and the development of new policy measures, as well as for monitoring the effectiveness of past policy measures.

National road accident statistics mostly provide an assessment of accident circumstances at an aggregated level, and more detailed (“in-depth”) data are needed to analyse accident and injury causation. Such data are already collected by several teams in Europe, for a restricted number of accidents, but the number of accidents investigated is limited by the relatively high cost of detailed investigation. Since the possibility of increasing the sample size of accidents for in depth analysis is very limited, it is necessary to make the best possible use of existing information. This requires a framework to promote the exchange of data between different collection systems to see if meaningful linkages can be established which will enhance accident analysis and, in particular, accident and injury causation. The problem can be broken down into three main objectives:

• building the conditions for in-depth accident data exchange;
• demonstrate the potential of enlarged use of in-depth datasets for evaluation of selected measures (e.g. front and side impact Directives, modern restraint and airbag systems, pedestrian and (motor)cyclist protection…);
• assess the potential of smart road accident data collection tools to assist (in-depth) accident investigators and further facilitate data exchange.

The work will be based on existing in-depth accident and injury frameworks, defining common/compatible data, and conditions for data exchange. Based on a common framework, a prototype in-depth accident information core database will be developed, that will be used for the assessment of selected road safety measures. In parallel, the potential of smart tools for in-depth accident data collection and analysis will be assessed, and requirements for these tools will be defined.

To set up and validate a dictionary of in-depth data elements with common variables and values, covering both secondary and primary safety. Add-on data elements will be defined for specific types of accident investigations. A common format and structure will also be specified to ensure compatibility of data sets.

Prototype of an in-depth accident information core database. Safety impact assessments of selected road safety policy initiatives.

Requirements for smart tools for data collection.

Accompanying Measure (up to 100% EC funding).

3^rd Call (June 2000), duration 24-36 months.

Policy relation with the EC Road Safety Communication (Promoting Road Safety in the EU) COM(97) 131 final.

4FP DG-Transport STAIRS project (linking national accident databases with in-depth accident data). Project could provide input to the DG-Rerearch Thematic Network on Vehicle Passive Safety. Link with the development of the CARE database, the CAREplus project, and CRASH (EU road safety information system). Link with COST Action 327 (Motorcycle Safety Helmets). Links with the EACS project (ACEA), the MAIDS project (ACEM), and similar projects.

As setting up EU harmonised road accident databases and information systems is an important policy issue, participation of first and second wave accession countries is particularly welcomed.

The work will require expertise in areas such as accidentology, traumatology and vehicle technology.

Sustainable development has been defined by the Bruntland committee as “Development that meets the needs of the present without compromising the ability of future generations to meet their own needs”. A qualitative definition for sustainable transport is given by an OECD project: “Transportation that does not endanger public health or ecosystems and meets needs for access consistent with (a) use of renewable resources at below their rates of regeneration and (b) use of non-renewable resources at below the rates of development of renewable substitutes”. The Common Transport Policy (CTP) of the EU gives also a strong emphasis to sustainable mobility.

With the continuation of current policies, transport demand, especially for air and car travel, continues to rise. Congestion is getting worse, having serious implications to urban air quality and liveability of cities. Therefore, despite the various definitions of sustainable development and mobility, it still seems unclear what sustainable development and mobility mean in practice when defining concrete transport projects and policy measures. This is due to many reasons, which lead to uncertainty on how to proceed. These include among others disagreement on the appropriate levels of environmental targets, strong interdependencies and trade-offs between environmental, economic and social sustainability implications, distribution of cost and benefits in the short vs. long run, global nature of the damage vs. need for local action, etc.

There is now an increasing acceptance of the link between the growth in greenhouse gas emissions (principally CO₂) and climate instability, and of the important part that transport contributes to the growth in emissions. There are various ways in which such emissions from transport can be contained or reduced, ranging from vehicle technologies to policies to encourage travel reduction and modal shift, but there is a need for research to take a strategic, cross-modal view in Europe, to identify cost-effective remedial packages.

The aim of this task is to operationalise the concepts of sustainable development and sustainable mobility in the transport sector and to define such policy measures that improve the sustainability of the transport sector, recognising the different conditions operating in the various Member States and Accession countries. The research should build on the existing vast literature on these issues.

The task will start by defining what sustainable mobility and sustainable transport could mean in practical policymaking taking into account among other trade-offs with overall sustainability as well as with economic and social issues, developments in other sectors, trade-offs between transport modes, intra- and inter-generational equity issues. Performance indicators and critical threshold points for a sustainable transport system and all the individual modes will be defined and developed. The indicators and thresholds should cover short, medium and long-term futures and be applicable at different geographical levels (urban, inter-urban, rural, peripheral, etc.) and economic contexts.

Second, the research will assess the impacts of the different elements of the Common Transport Policy, given the performance indicators and different equity concepts defined. Such transport policy measures and policy packages that enhance transport sustainability will be identified and their impacts assessed. The impact assessment should cover both efficiency and equity implications of the measures and packages. Areas where supra national vs. local decisions would be necessary will be identified.

Third, the task will determine cost-efficient measures and policy packages to reduce CO₂ emissions from transport across all modes and by market segment, taking account of their economic and social implications. The possible role of emission trading at world-wide and at EU level will also be looked at. The assessment of the measures should address the distribution of costs and benefits to different citizen groups and generations, industries and regions. The roles for local, national, European and world-wide level measures should be assessed.

Active liaison with the Thematic network on the Integration of Environment in the Transport Policy (task 2.2.2/6) is expected to ensure coherence in methodological development and approach and to allow for widest dissemination.

Operational working concepts of sustainable mobility that can be used for transport policy and modal policy planning and definition. Performance measures and threshold indicators that can guide the development of transport networks at the Community (TEN-T) and other levels. Prioritisation of transport policy measures in terms of cost-efficiency in view of sustainability, using a coherent framework. Cost efficient policy actions to reduce overall, and in particular CO₂ emissions from transport.

Accompanying measure (up to 100% EC funding). Proposals may be made for each of the three parts separately or as an integrated proposal covering more than one part.

3^rd call (June 2000), 24 months.

Communication on The Common Transport Policy, Sustainable Mobility: Perspectives for the Future (COM (1998) 716 final), paras 24, 25, 46; Communication on Transport and CO₂: Developing a Community Approach (COM/98/204 final, 31.3.1998).

CANTIQUE, POSSUM, TRENEN, SCENES from the FP4 Transport Programme, tasks 2.1.2/3, 2.2.2/2, 2.2.2/6 from the 1^st call of the FP5 key action Sustainable Mobility and Intermodality. Auto-oil II Programme, especially working group 5 on non-technical measures. Pilot studies conducted by the Committee of Government Experts on Transport Infrastructure Charging. OECD project on Environmentally Sustainable Transport (EST).

The participation of the Accession countries would be a benefit, especially to take into account the eventual implications of and to their different transport systems and economic structures. Given the global nature of greenhouse emissions and extensive work done also outside the EU, the involvement of e.g. US researchers could offer an added value.

Academia and research institutes involved in research on sustainability, macro-economic and sectoral analysis, performance measurement, cost-efficiency methodologies. An also prospective departaments of large companies.

Transport responds to the needs of society, and in particular business and industry. Transport policy is expected to have a direct effect on transport, however transport operations are effected by several other policies. Such influences relate to changes in fiscal policy, regional policy (e.g. land-use), cohesion, market trends, European integration and expansion etc. Also globalisation of the markets, demographic changes etc. will have an impact on how the transport sector and transport demand evolves in Europe. At the same time the introduction of new technologies and new techniques in the transport, and in other domains of the society, may lead to a change in transport demand. Technology is currently offering choices which could lead to more or perhaps less transport, while the current trend towards a European population with a higher proportion of people beyond working age presents problems and opportunities. Some particular issues are paramount in the debate on whether greater mobility means more transport – their investigation would be valuable to better define future transport needs and provision. These changes in transport demand require different reactions and solutions in respect to the formulation of transport policy to ensure that best use is made of the new opportunities. The need for, and especially the intensity of, transport policy actions might differ considerably depending on policies in other sectors of the economy or global economic developments and on each new technological development.

The task will seek to identify the time-based implications of non-transport sector policies and societal changes, in particular as seen through developments in business and industry on transport policy formulation. The shorter-term implications of the following issues would be investigated:

• Non-transport policy and societal changes that have implications on mobility and on transport policy formulation would be identified, analysed and assessed.
• The degree of impact of the non-transport policy and societal changes on the level mobility and in terms of transport policy formulation, and the time period when such impacts would occur would be established.
• A procedure for the continued monitoring of non-transport policies and societal changes with an influence on mobility and on transport policy formulation should be recommended.

An operational assessment of how policies in non-transport sectors and societal changes affect mobility and transport policy at the single mode and transport system levels. In particular, but not exclusively, the implications on mobility in the European Union that result from developments in non-transport policy on:

• Enlargement of the European Union
• Globalisation of the economy and the increasing use of IST technologies in internal and international trade and commerce
• Decentralisation of national governments
• Energy and the Environment

Accompanying measure (up to 100% EU funding).

3rd call (June 2000) / 2 years.

The Common Transport Policy - Sustainable Mobility: Perspectives for the Future. (COM (1998) 716final) All paragraphs

Task 2.1.2.5 European transport visions beyond 2020. STREAMS, SCENARIOS, SCENES, EUROMOS and POSSUM projects of the Transport Programme. Projects of the Transport Telematics sector of the Telematics Application Programme, other key actions of the Growth Programme and key actions of the Information Society Programme.

Countries with Science and Technology Cooperation Agreements, and in particular Associated countries, and US and Canada.

Academia, research institutes, and/or others involved in policy and governmental studies in relation to transport, with support from similar organisations with non-transport policy study interests.

Factors influencing the transport sector and transport policy-making are changing more and more rapidly. Transport demand is constantly increasing and favouring especially road and air modes while at the same time financial, environmental and other constraints seem to become more stringent. Methods exist and have been used to illustrate the possible transport images at around 2020, and forecasting and backcasting techniques have been employed to set out likely scenarios of the evolution of transport between now and then. From these scenarios the scope of transport policy options which could be required to achieve the 2020 images have been outlined. These prospectives will help in the reflection on which transport policies the European Union and its Member States might follow, but less is known about the longer term future beyond 2020. Such further knowledge together with related risk factors would also give a higher confidence to the possible scenarios for the period up to 2020.

The aim of this task is to set out with related risk factors the prospective evolution of transport over a period beyond 2020, and through this give a greater confidence to the scenarios that are available (or are still emerging) for the period up to 2020. The study would define the factors that influence transport over the period and highlight those which would have the most major effect on the earlier period up to 2020, and especially the factors that would involve transport policy. It would draw on study results from the 4^th Framework Programme and from other parallel studies. The research would take advantage of the use of backcasting as now applied in the transport field, although this might not be the sole method employed. It is expected that the study, although in the transport field would take account of changes in society as a whole at the world level, as well as more particularly, at the European level, and in doing so incorporate current knowledge on societal and economic evolutionary trends. It would be expected that the development of transport and the transport economy during the second half of the 20^th Century would provide a reflection on the possible factors of change which are inclined to have the most major effect.

The task should also address and/or contribute to the following issues:

• achievement of the goal of sustainability in both, transport in particular, and development in general
• the evolution of transport in Europe and transport developments related to Europe on a world-wide scale
• Europe within the Community and the wider geographical definition, together with the changing situation as a result of enlargement of the Community
• technical, scientific, social and economic factors
• the development of the European Union’s Common Transport Policy in the early 21^st Century

The study would give soundly reasoned and qualified prospective statements on transport beyond 2020, and would draw from these inferences on the period up to 2020. It would set out the major changes in transport, especially those seen as barriers where policy intervention would be of benefit, placing such changes in the context of the overall societal and economic change.

Accompanying Measure (up to 100% EU funding)

3^rd call (June 2000) / 24 months

Studies of the 4^th Framework Programme.

Publications of the Commission’s Prospective Cellule.

The Common Transport Policy - Sustainable Mobility: Perspectives for the Future. (COM (1998) 716final)

• All issues in the main text

• General relation to these actions

• Sustainable mobility to 2010 and beyond: a global evaluation of the CTP as a framework for sustainable mobility. (under A. General)
• Significant elements of:

B. Improving efficiency and competitiveness

C. Improving quality

D. Improving external effectiveness

Task 2.1.1.2 Implications of non-transport policies and societal developments on mobility. Related Key Actions of the 5^th Framework Programme, especially those of the Information Society Programme, the City of Tomorrow and other Key Actions with predictive elements. 4^th Framework Transport Programme projects POSSUM, SCENARIOS, STREAMS, SCENES and EUROMOS,

European countries outside the European Union and Accession Countries.

Other third countries.

Academia, research institutions and/or others involved in forward policy issues. Input from business and industrial concerns is expected.

The final objective of this task is to obtain insight in the potentials for a modal shift from road transport towards other transport modes, taking the demand side as a starting point. In order to achieve this objective, insight in the freight flows that could be transported by intermodal transport on the company-level is required. The aim is to demonstrate on the company level the possibilities for a modal shift. Existing scanning methodologies that have been developed for this purpose have to be analysed, adapted and implemented on a European scale. The most promising results of the scans can be demonstrated in pilot projects, where at the company level cargo is shifted from road to rail and water transport, taking costs, delivery times and customer requirements into account. Demonstrating successful scanning methodologies can also result in standardised scanning procedures. This will facilitate shippers and logistics service providers in Europe, thus removing barriers for a real modal shift.

The task should address the following issues:

• Overview of decision making processes and actors in transport
• Analysis of instruments and tools for realising a modal shift
• Selection of successful methodologies and pilot projects
• Implementation of scans on a company level
• Demonstration of modal shift in pilot projects
• Assessment of the results

A large sample of companies of different sectors and of different European Member States have to be associated in this endeavour.

The project will provide a realistic view on the potentials for a modal shift. The expected results is the development of methodologies and their validation that will enable the Commission and national governments to stimulate intermodal transport in a fair and cost-effective way. The dissemination of results of the project towards shippers and other decision-making actors will consist of practical tools for scanning potentials and implementing new intermodal transport services.

RTD project (up to 50% EU funding)

3^rd Call (June 2000) - Duration: 24 months

Communication on the Common Transport Policy, Sustainable Mobility: Perspective for the future (COM(1998) 716 final)

Communication on “Intermodality and Intermodal Freight Transport in the EU” (COM(97) 243 final).

Communication on the progress of the implementation of the action programme of the Communication on Intermodality (COM(1999) 519 final).

Communication on “The development of Short Sea Shipping in Europe: A Dynamic Alternative in a Sustainable Transport Chain” (COM(99) 317 final)

Concerted Action in logistics (LOGICAT)

TRILOG Study (OECD)

EMOS project

Participation of Accession Countries where appropriate.

Research organisations, consultants, industries, shippers, transport operators.

While transport issues exist in Europe and in North America for which common research issues can be identified, there is currently limited opportunity for pooling experience. Even where the origins of the research and the expected deployment conditions of such issues are dissimilar, there will be benefit from an ongoing arrangement for mutual discussion. An open Thematic Network could provide such an opportunity.

A Thematic Network comprising members drawn from European Member States and also from principally the United States and Canada would identify the research in progress, the policy aims to which the research is related, and would draw on these aspects to explore the added value to be derived from a common research approach. The Thematic Network would also set out further research needs in the areas concerned as suggestions for the next stages in the research cycle - whether this would lie in additional research or towards implementation.

The expected working method would involve meetings of the Thematic Network in the form of seminars and workshops, and would also utilise extensively the advantages of Internet and e-mail communication such as virtual meetings to gain the maximum value from widely separated participants (both members and experts) in the Thematic Network.

The principal issues, for which there could be a common research interest, would include:

• the transport innovation process
• intermodal transport and supply chain management
• the transport system
• strategic research (including enabling research and modelling)
• transport and the environment
• public transport (transit)
• other areas, to be specified, where common interest research would provide added-value.

The Thematic Network would set out the full scope of work in progress in the areas of concern and would advise on any added value to be drawn from the combination of the research outputs. As a second output the Thematic Network would identify the possible next stages to be considered by the responsible authorities in each of the areas of concern.

Thematic Network (up to 100% funding)

3^rd call (June 2000), 36 months

The Common Transport Policy - Sustainable Mobility: Perspectives for the Future. (COM (1998) 716final).

The EU/US Science and Technology Cooperation Agreement

The EU/Canada Science and Technology Cooperation Agreement

All projects in Sustainable Mobility & Intermodality Key Action, related transport research in European, and North American research programmes.

Participants from the transport research communities in the CEEC/CIS countries and from North American countries are invited to take part in this Thematic Network.

A small core consortium providing the skills of organisation, dissemination, project management particularly active in the transport research arena would be welcomed. The Thematic Network members would be typically mainstream specialists in the areas of interest working in Europe and/or North America, and experts would be drawn from the wider community of interests which have an impact on transport and mobility. Involvement of key scientific organisations from Europe and North America is required.

In practical policy making regulation and physical measures have been far more common means than economic instruments to manage traffic and ensure that the desired effects of transport policy objectives are reached. The main purpose of using economic instruments, such as user charging and taxation, has been revenue raising either for transport investments (e.g. tolled motorways) or for more general purposes (e.g. fuel tax). There are no doubt many cases where substituting or complementing regulation and physical measures with economic measures, such as pricing, could lead to more efficient and equitable outcomes. The implications of gradually shifting from a more command-and-control type of approach towards a more market oriented one have rarely been looked at.

On the other hand, it is likely that complete reliance on economic instruments would not meet broader equity and even efficiency objectives of a society. Some research has shown that efficient pricing might put a disproportionate burden on less well-off households, excluding them from a minimum level of mobility. It is also often claimed that there is a need to provide good alternatives - public transport, walking and cycling facilities – for those car users who are priced off. Yet, other research shows that hypothecation of transport pricing revenues to the sector is likely to be inefficient and that the expected benefits of more efficient pricing might be lost. The need and ways to complement or substitute theoretically optimal pricing measures with other policy instruments has been little addressed in research.

Urban parking policy can, in some cases, be a good example of combining both economic (parking charge) and regulatory instruments (maximum length of stay, exemptions to residents) to address contradictory objectives at a city level. The lessons learnt in view of a wider transport pricing policy have not, however, been drawn.

The aim of the task is to develop a theoretically sound framework for defining combinations of economic instruments, regulatory and physical measures in reaching the broad aims set by transport and other relevant policies. Also the need and ease of enforcement of the measures should be addressed. The task will cover all modes, both passenger and freight transport and inter-urban and urban contexts. More specifically, the following issues should be addressed:

• Given transport (and other relevant) policy objectives, what are the efficiency and other implications of using economic instruments, regulatory and physical measures in combination or in isolation? Does addressing one policy objective with a specific measure induce spillovers on the achievement of other objectives?

• The role of slot allocation in air and railways in relation to economic instruments. How do automated highways fit in the picture? Congestion pricing vs. slot allocation or ramp metering.
• Urban transport pricing schemes that take into account the needs of and equity between residents, commuters and other travellers.
• Definition of an efficient and equitable parking policy – from practical applications in cities to a coherent theory.
• Internalisation of the negative externalities of international, especially air and maritime, transport that are competing in the global markets.
• The role of subsidies for public transport and/or commuting, employer paid parking, etc. in transport. The relationship between transport pricing and general taxation.

Analysis and assessment of the relationship between economic instruments, regulatory and physical measures enabling policy-makers to achieve a better balance between different, often conflicting objectives. Concrete suggestions for complementing transport pricing with regulation and physical measures and vice versa.

Accompanying measure (up to 100% EC funding)

Third call / 36 months.

White paper on Fair Payment for Infrastructure Use: a Phased Approach to a Common Transport Infrastructure Charging Framework in the EU (COM/98/466 final 22.07.19998); Communication on the Common Transport Policy, Sustainable Mobility: Perspectives for the Future (COM(1998) 716 final), various references especially 15, 42, 10 on Fair and Efficient Pricing; High Level Group on Infrastructure Charging.

AFFORD, COST342, PATS, PETS, PRIMA, TRENEN from the FP4 Transport Programme, tasks 2.1.1/2, 2.3.1/8, 2.3.1/9 from the 1^st call and tasks 2.1.1/3 from the 2^nd call of the FP5 key action Sustainable Mobility and Intermodality.

The efficiency of the instruments could be expected to be considerably different in different countries depending on the economic context, existing mix of instruments, strategic policy objectives etc. The inclusion of Accession Countries is strongly recommended.

Academia and research institutes involved in research on definition and practical implementation of marginal costs pricing, regulation, impact measurement and assessment.

Major changes are taking place in local and regional public transport in Europe, for instance in the fields of market development, organisational and financial frameworks, infrastructure and technology. As indicated in the Communication ‘Developing the Citizens’ Network’, the European Commission promotes these developments through the provision of appropriate initiatives at European level.

The ongoing changes have an impact on all four groups of key players: public transport operators, authorities, suppliers of transport means and systems, and users. The objective of this thematic network is to establish an effective tool for consolidation of project results, consensus building, networking and dissemination at European level. It should offer a clear added value to the activities undertaken by the relevant individual projects of this key action and other key actions, and at national, regional and local level.

In order to be successful, there should be a focus in the work of the thematic network on a limited number of priority domains in the field of local and regional public transport, such as:

• security of travellers and of staff,
• intelligent transport systems (ITS),
• markets, transport services and rolling stock,
• seamless intermodal networks.

The approach should wide, multidisciplinary and should incorporate transport, environmental, energy, economic and social aspects for all relevant modes of public transport.

The structure of the thematic network should consist of two layers: a general plenary level, and a level of working groups, each of them dealing with one of the domains. The aim of the working groups is to prepare technical input to the plenary meetings.

The network should have an administrative-technical secretariat for the management of the project. The work of the secretariat includes the reimbursement of participants to the plenary meetings and working group meetings. In addition to the administrative-technical support described above, some limited additional technical work could be required to explore issues not addressed yet in research and/or to prepare specific RTD input for policy initiatives. This will be decided on an ad-hoc basis during the lifetime of the project.

The secretariat should also facilitate the dissemination of the results of the activities undertaken by the thematic network, as well as by relevant projects at EU, national, regional and local level. This dissemination should take place at the level of the EU Member States and the Accession Countries and dissemination materials should be prepared in at least five major EU languages. Major emphasis should be put on the use of the internet. Synergies with, or a continuation of existing dissemination instruments could be envisaged.

It is envisaged that during the lifetime of the project approximately four plenary meetings will be organised, involving network members from Member State governments and Accession Countries, project co-ordinators, representatives from transport operators and transport authorities, industry and users. The working groups should be limited in size and should also meet approximately four times during the lifetime of the project

The thematic network should support the implementation of the Citizens’ Network initiative. It is envisaged that, for the priority domains selected, the thematic network will contribute to the consolidation and validation of project results, consensus building, and domain-based networking and dissemination. A certain level of flexibility should be anticipated in order to adapt to future developments in the field of policy-making and research, for instance by exploring issues not addressed yet in research and/or to prepare specific RTD input for policy initiatives.

In practical terms, the work-plan of the thematic network should include the preparation of synthesis documents, the organisation of meetings to discuss these papers and the organisation of dissemination initiatives to disseminate the project’s results and the practices identified during the projects.

Thematic network (up to 100% EU funding).

3^rd call (June 2000), the foreseen duration is 36 months.

Communication ‘Developing the Citizen’s Network’, COM (1998) 431 final.

The participation of members from Accession Countries in the thematic network is envisaged. In the framework of the Council decision concerning the conclusion of the Agreement for scientific and technological co-operation between the European Community and the Government of the United States of America (OJ L284, 22.10.98 page 35), and based upon the proposal made, the European Commission might investigate to support co-ordination with a parallel project in the US.

The consortium that will set up the administrative-technical secretariat should be small in size and the proposal must demonstrate the capacity of the secretariat to steer high level technical discussions and undertake high profile dissemination initiatives. Proposals for membership of the thematic network plenary committee and the working groups should be part of the proposal, but the final decision on the membership will be taken jointly between the project and the European Commission during the initial phase of the project. The members should include representatives from authorities, public transport operators, industry, users and researchers and the proposal should prove the commitments from recognised experts and international organisations in the field.

The Communication ‘Developing the Citizen’s Network’ highlights the need to make local and regional transport systems more sustainable and to shift away from an excessive dependence on the private car. One important objective is to win public support for policies that encourage the use of alternatives to private car.

This task deals with the question how changes in the design and operation of local and regional transport systems and services can be implemented more effectively and successfully by improved decision making procedures. Particular attention should be paid to the role of public participation and information processes.

The work undertaken under this task should therefore focus on identifying and evaluating best practices as well as to identify solutions to overcome the barriers in local/regional transport policy decision taking, and spread this information and knowledge Europe-wide. If necessary, promising innovative tools that have been identified during the project could be assessed through a limited number of case studies in different geographical contexts.

The objective of this task is to improve the understanding of barriers in decision taking on local/regional transport measures as well as to identify solutions to overcome the barriers. Good practices should be identified Europe-wide and analysed. This covers not only more general level transport plans, such as an integrated transport plan, but also practical localised measures such as the development of a small infrastructure project or of public transport corridor plan.

Attention should for instance be paid to institutional and organisational models, the impacts on human and financial resources, outreach activities, timing, participatory procedures and community involvement. Conditions that support changes in the attitudes of politicians, representative groups and citizens should be analysed. Means to improve argumentation and to ensure a full appreciation of all social, economic and environmental benefits captured by transport measures, including for instance impacts on personal security, employment and health, should be analysed.

A detailed and cross-site assessment of a limited number of promising innovative approaches to decision taking in different geographical contexts could be undertaken through case studies.

The main users of the project results are local/regional authorities, but the results will also be of interest to transport operators and researchers. It is therefore expected that a coherent and practical set of best practices (including references to sources) and recommendations will be prepared in the form of a best practice handbook. This handbook, and the other relevant project output such as the case studies, should be widely disseminated. In addition, a methodology for analysing barriers in decision taking in local/regional transport should be developed, and knowledge should be gathered on the factors for success in decision taking.

RTD project (up to 50% EU funding)

3^rd call (June 2000), the foreseen duration of the project is 30 months

Communication ‘Developing the Citizen’s Network’, COM (1998) 431 final.

There could be a link with past (ISOTOPE, QUATTRO) and ongoing activities studying the changing roles and activities of key players in local public transport (a new FP5 first call project is under preparation), and with activities on urban governance undertaken by the City of Tomorrow key action.

Participation by two or three partners from Accession Countries could be envisaged.

The work should involve participants from authorities, operators and researchers.

Traffic due to goods movement (freight and shopping) can occupy up to 25% of the urban road space. Studies indicate that freight traffic produces a very high share in the total transport emissions in urban areas. Other negative effects of freight traffic include noise and visual intrusion. As a result, local authorities increasingly impose stringent traffic regulations (for instance vehicle size and time access restrictions) on freight traffic, which is perceived by the citizens as a very effective measure to improve the quality of life.

The costs of freight delivery in urban areas can be estimated as high as 50% of the total door-to-door transport cost. A wide range of actors undertake freight delivery ranging from professional carriers, own account transport companies to local companies. More stringent traffic regulations have a strong influence on the transport costs, with the risk of unwanted relocation of commercial activities over the city.

There is therefore a need for new solutions to rationalise the movement of goods in urban areas in order to reconcile the need for efficient urban goods delivery and the preservation of quality of life. At the moment, commercial traffic with light duty vehicles is almost entirely excluded from the national and EU-legislation on freight transport (for instance in the field of access to the market and access to the profession).

The objective of this task is twofold: (1) to provide guidance to local authorities on how freight transport can be taken into account in the design and implementation of local transport plans and (2) to study the need for and the feasibility of introducing a European framework to professionalise the market of urban delivery. Local transport plans can for instance include measures related to traffic and parking regulation, logistics and telematics, urban distribution licence schemes, partnerships between local authorities and businesses, and clean vehicle and logistics technologies. Strategies to professionalise the market of urban delivery can include measures linked to operator registration, quality certification, driver qualification etc.

Research should also include the following:

• comparative assessment of existing models to quantify and characterise urban logistic chains and associated traffic, and the establishment of a European typology of goods flows in cities,
• analysis of the potential of strategies to rationalise goods movements in cities like home delivery services, commercial town planning, solutions for historic city centres,
• analysis of the critical success factors for new partnerships between businesses and public authorities including a review of competition implications of city logistics, analysis of the potential role of public transport services and infrastructures in urban freight transport,
• a review of the organisation of the urban freight transport markets in Europe and recommendations for the associated national and local legislation.

The outcome of the project is targeting on one hand local authorities and businesses and on the other hand national and European public authorities. It is expected that the following output will be produced:

• European review and typology of the type of goods movement and associated flows, and modelling tools.
• Guidelines for local authorities on how to integrate freight transport in local transport plans and guide to good practices for businesses.
• European review of the market of urban delivery and possible measures to professionalise it, including recommendations related to the associated EU legislation.

RTD project (up to 50% EU funding)

3^rd call (June 2000), the foreseen duration is 24 months.

The project will be elaborated, managed and disseminated in direct link with the FP5 Thematic Network on the movement of goods in urban areas (BESTUFF). Activities under this task can use the results from FP4 Transport programme projects and COST (LEAN, REFORM, IDIOMA, COST 321, etc.).

No particular requirement.

The consortium should include local authorities, freight transport operators and research and training organisations that have access to data from all the EU Member States, from Accession Countries. A particular attention will be paid to the capacity to disseminate the results to local authorities.

The enlargement of the EU and the corresponding development of the Trans European Transport Networks (TEN-T) towards Central and Eastern European Countries (CEECs) are crucial elements for the coming years, particularly in relation to the further development of the European economy and the consequent increase in the trade of goods. Numerous bottlenecks and constraints in the transport to and from the Accession Countries and the other CEECs exist. Within the EU territories similar problems still remain to be solved notably on the crossing of natural obstacles (Alps, Pyrenees). One of the most remarkable consequences of this situation is that most of the freight traffic between East and West Europe is going by road creating environmental burdens and congestion.

For example, terminals at border crossing are one of the links between the countries’ transport networks. This is where most of the problem of interoperability occur: different administrative and documentation procedures, different information and communication systems, different working languages, customs procedures, different technical systems for the transfer of ITUs and for the terminal organisation.

In addition the link to Russia’s network is limited because of a different rail gauge.

This is also the case between the Iberian Peninsula and France or in the crossing of the Alps where the connection between the different networks is also strongly limited by natural barriers.

All these inefficiencies are creating high terminal operating costs, congestion at peak times and generally limit the use of intermodal transport. Rail capacity exists but most of the times its use is limited by these inefficiencies and bottlenecks.

The objective of this task is therefore to improve the interoperability of the transport networks at terminals at border crossing (within the EU and towards third countries) in order to overcome technical and operational barriers.

The task is divided in two parts.

Firstly, research should analyse the current problems in terminals at borders (especially EU and CEECs), develop focused solutions and then give recommendations for long-term improvements. The following elements should be included:

• to develop intermodal management procedures for terminal operators, customs, terminal managers and transport users, to reduce the burden of border control inefficiencies for intermodal services;
• to improve access where the rail gauge differs and more generally technical controls by railways. The intermodal aspects related to this issue should be considered. For example special terminals are situated at the interface between Central European standard rail gauge and Russia rail wide gauge network, and various techniques to overcome this interchange exist and must be looked after.
• to provide recommendations and solutions for reducing customs waiting time, increase security, harmonise regulations, and to develop additional functions to accommodate certain borders crossing terminals (such as re-groupment, customs clearance, etc.)

Special attention should be given to veterinary and phytosanitary controls (to limit or prevent time delays at borders and investigation of the possibility to allow these controls in certain terminals.

A first case study should focus on the border between EU an Accession Countries (and other CEECs)

As a second case study, the spanish-french border should be analysed in detail. The 2 existing terminals have a limited capacity and most of the traffic to and from the Iberian Peninsula is going by truck. The possibilities and the limits for the improvement of these terminals or the creation of a new terminal should be evaluated. Different technical, organisational and economic solutions should be evaluated.

A third case study should be developed focusing on the role of the border terminals in the alpine crossing.

Secondly, the demonstration of some of the most promising concepts or scenarios developed in subtask 1 should be validated. The demonstration should be carried-out on selected test sites/terminals with a high potential for dissemination in order to have results that can be used in other similar situations in the EU and in CEECs.

Recommendations for the harmonisation of information between countries at borders (administrative and documentation procedures)

Development of dedicated solutions to improve borders crossings between the EU and CEECs and inside the EU.

Demonstration and validation of efficient solutions on dedicated test sites to improve border crossing.

The target group is freight forwarders, transport and terminal operators, customs authorities, policy makers, and fraud prevention agencies.

Combined project (RTD+DEMO, up to 50% EU funding).

The whole task should be covered by a single proposal.

3^rd Call (June 2000) – Duration: 36 months (subtask 1: 18 months, subtask 2: 18 months)

Communication on the Common Transport Policy, Sustainable Mobility: Perspective for the future (COM (1998) 716 final)

Preliminary work done with CEEC representatives (RETRAEST), Final report of January 1999

Thematic Network on Terminals / Transfer points (EU-TP)

FP4 projects : PLATFORM, EUFRANET, IMPULSE, IQ, APRICOT

PHARE Multi-Country Transport Programme

Participation of Accession Countries and other CEECs or eastern countries, Switzerland.

Research institutes, consultants, representative of policy makers (national-regional), customs and main transport actors involved in the subject for the research part. Industry, intermodal operators, terminal operators, customs, railways, port authorities for the demonstration part. International organisations for dissemination aspects.

The points of transfer between modes are the weakest links in the current intermodal transport system and a major generator of friction costs. One reason is the lack, or inadequacy of technical interoperability between modes and loading units. Another is that present-day terminals, which are usually marked by a combination of heavy engineering and manual processes, are not managed efficiently with appropriate telematics support. In order to minimise the risk of a break in the intermodal chain, operators increasingly set up their own dedicated terminals. Although this increases their control, it also raises the cost of the door-to-door transport service to the user, particularly when there is no optimal utilisation of capacity.

An optimal transfer between modes will contribute to a better use of all infrastructures across the different modes which is becoming an imperative move towards sustainable mobility, particularly in view of the projected growth of freight transport.

Based on the work already developed in previous RTD projects, the present task aims at further improving transfer operations across all modes and at optimising intermodal door-to-door chains making intermodal transport services more attractive and efficient through demonstration projects.

The present task is a cluster of subtasks devoted to the improvement of operations and quality of the services offered in intermodal freight terminals, freight villages and transfer centres. Subtask 1 focuses on the quality of inland terminals mainly rail/road and freight villages. Subtask 2 investigates the opportunities for the integration of intermodal terminals in ports and inland ports. Subtask 3 concentrates on the use of information technologies for terminal management purposes.

Subtask 1: Improvement of operations in rail/road terminals and/or freight villages and their integration in intermodal transport chains.

In this context, it has to be stressed that there is also a clear need for user friendly, low cost, small inland terminals. Such terminals are needed to enhance the efficiency of intermodal transport and raise its attractiveness.

Within the present framework, quality and performance criteria for terminal operations and strategies for a more efficient and cost-effective transhipment and terminal management should be defined and demonstrated.

The following elements to be considered:

• development and demonstration of new concepts for the improvement of rail/road terminals and/or freight villages operations
• demonstration and integration of existing results concerning new technologies and concepts for the improvement of rail/road terminal operations

In particular a special attention should be paid to the following items:

• Solutions for terminal operations at peak times (management of slots);
• Solutions to improve capacity at low cost, the issue of terminal capacity and economic limits should also be considered
• Solutions to the problem of marshalling yards and terminals (creation of synergies; new layouts etc.); gateway / transit terminals
• Solutions to the problems related to long waiting times and overall scheduling of terminal activities;
• Integration of value added services in the terminal / freight villages areas.

Subtask 2: Improvement of Intermodal transport operations in ports and inland ports and their integration in intermodal transport chains.

In particular, the impact of larger container ships will influence inland transport and feeder demands, and infrastructure needs. Studies available on this subject (e.g. on the ports of Hamburg and Rotterdam) suggest that a tendency to further concentrate in a hub and spoke systems, as may arise with carrier-managed shuttle trains, will make considerable overall and peak demands on network operations as well as on inland terminal capacity, when coupled with the cargo concentrations caused by these new ships. The contrast between US practise, where a train can clear 400 TEU from a ship, and the European equivalent trainload of 90 TEU, suggests an acute capacity problem. Since container ships of +5,000 TEU are being ordered, and their first impact is to be expected in the near future, the problem of the handling of these flows is becoming of a strategic importance. Research into infrastructure planning to integrate intermodal terminals in sea and inland ports, must take these developments into account.

Inland waterway terminals, in specific geographical areas and for specific type of goods, are also playing more and more an active role in the optimisation of door-to-door intermodal transport chains. Increasing traffic flows are of potential interest for a modal shift on inland waterway vessels. Sea and inland navigation are also linked in transport chains for traffic to and from big European ports in feeder services, as stated in the Commission Communication on Short Sea Shipping, research should help the integration of SSS and sea river shipping into intermodal chains. In this context, concepts need to be elaborated to improve these specific operations in port’s intermodal terminals.

The following elements should be included in the research and demonstration activities:

Organisation and management of transfer points in ports, transhipment operations, associated logistic activities, integration of hinterland seaport concepts, connection at all levels with the transport networks etc.

With a view of improving the integration of inland waterways services into door-to-door intermodal transport chains, it becomes essential to further investigate and demonstrate new concepts, new technologies and organisational methods to improve terminal operations involving inland waterways.

In particular a special attention should be paid to the following items:

• Concepts for a low cost terminal system in sea and inland ports and guidelines for its implementation.
• Innovations in transhipment technologies and organisational systems for terminals in sea and inland ports.
• The optimal layout and operation of tri-modal terminals (rail/road/barge) and added value services should also be considered.
• Concepts for improved processes in value added logistics for intermodal terminals in sea and inland ports
• Infrastructure planning.

• Public private partnership for financing traffic centres in sea and inland ports

Subtask 3:  Integration of information technologies (IT) within freight centres for terminal management purposes.

The main objective is the implementation of innovative IT systems to improve terminal efficiency and productivity. Based on existing results, research and field trials should focus on the introduction of new technologies and organisational methods to improve intermodal operations.

The following elements should be considered in the analysis:

• Development of dedicated but interoperable concepts in relation to terminal size, type of flows, type of mode concerned, type of operators concerned, etc..
• Procedures of gate automation for improved access, check-in/check-out operations, use of smart cards etc.
• Development and test of low cost innovative solutions for quick implementation.

Assessment and demonstration of innovative solutions for the improvement of intermodal terminals operations.

Guidelines and recommendations for the development and implementation of new solutions for terminal’s operations.

Test on real environment of specific methods, transport equipment and other tools adapted for the quality improvement of terminal operations

Test and validation of existing research project’s results in the field

Clear overview of the potential and limits for the integration of intermodal terminals in sea and inland ports.

Recommendations on technical, organisational and operational standardised solutions to enhance intermodal terminal operations in sea and inland ports

Real scale demonstration of the major findings to serve as a basis for a wide application in Europe.

Development and demonstration of a comprehensive, user friendly, modular cost effective management system for intermodal transport operations in terminals.

The target group is: Terminal owners, intermodal terminal operators, Freight forwarders, shippers, industry and transport operators including small road transport hauliers. Environmental, infrastructure, regulatory and implementation aspects will be important for policy makers at different levels.

Proposals should, ideally, contain demonstrators in several locations from different countries.

Subtask 1, 2 and 3: Combined projects (RTD + DEMO, up to 50% EU funding). Each subtask may be subject of a separate proposal.

3^rd Call (June 2000) - duration: 36 months

Communication on the Common Transport Policy, Sustainable Mobility: Perspective for the future (COM (1998) 716 final).

Communication on “Intermodality and Intermodal Freight Transport in the EU” (COM(97) 243 final).

Communication on the progress of the implementation of the action programme of the Communication on Intermodality (COM (1999) 519 final).

Communication on “The development of Short Sea Shipping in Europe: A Dynamic Alternative in a Sustainable Transport Chain” (COM(1999) 317 final)

Green Paper on Sea Ports and Maritime Infrastructure.

Thematic Network on terminals and transfer points (EU-TP)

FP4 projects: IQ, IMPULSE, TERMINET, FREIA, PLATFORM, PRECISE -IT, FV-2000, APRICOT, IRIS, ASAPP, EUROBORDER, INTERPORT, IPSI.

Thematic Network on intermodal information and communication systems from the 1^st call FP5 Sustainable Mobility and Intermodality Key Action.

As appropriate

Research institutes, consultants, representative of policy makers (national-regional), Terminal owners, main terminals actors involved in the subject for the research part. Industry, intermodal operators, terminal operators, freight forwarders and shippers for the demonstration part. International organisations for dissemination aspects.

The optimal and rational development of Trans-European Transport Networks towards Pan-European Transport Networks, requires an efficient and strong integration among the different infrastructures, systems, means and equipment of transport. During the preliminary works done with CEEC representatives in the field of research (RETRAEST), especially the works of the RETRAEST’s group for intermodal transport, a number of obstacles to the use of intermodal transport in Central and Eastern Europe and in the interconnection with the Trans-European Transport Network have been identified. These include the lack of a coherent network of modes, the lack of technical interoperability between and within modes, a variety of regulations and standards for transport means, lack of data-interchange and procedures, uneven levels of performance and service quality between modes, different levels of liability and a lack of information about intermodal services.

Implementing an intermodal transport system with a Pan-European dimension requires an intensive co-operation in research in view to co-ordinate development of transport policy at European, national and regional level. The Moscow workshop of April 1997, developed within the RETRAEST work, indicated that enhanced co-operation in Research and Technological Development should aim at transferring knowledge to CEECs on the organisation and technology associated with intermodal transport, in the context of the wider logistical framework. The identification of problems and their solutions, concerning the interconnection East-West, the follow-up of this identification and the participation of CEECs in EU RTD programmes either with education and training, common research, transfer of technologies and/or pilot projects have been evaluated as fundamental issues.

The objectives of the present task are to assess the situation of intermodal transport means, systems and suitable infrastructure availability in CEECs to implement co-operation on Trans-European intermodal transport between EU and CEECs.

The present task is the first step of four key strategies to provide the necessary impetus to the development and the integration of Trans-European intermodal transport between EU and CEECs.

The four strategies are focusing on common research for understanding intermodal transport with a pan-European dimension; common research for a pan-European strategy for infrastructure: Trans-European transport networks and nodes; common research for a pan-European strategy for interoperability; common research for a pan-European strategy for implementing the Information Society in the intermodal transport sector, in particular logistic.

To enhance the development of intermodal transport in Central and Eastern European Countries it is important to analyse the present situation, the structure, the needs and the constraints on the various issues related to efficient and interoperable intermodal transport.

The assessment of the conditions and the analysis of the availability of the required means in Central and Eastern European countries for Trans-European intermodal transport should consider the following issues:

Use of unconditionally recommended international conventions for rights, duties, responsibilities, documents: CIM-COTIF, RIV, TIR, RID, ADR, CMR, IMDG, IATA Dangerous Goods Regulations, FIATA SDT, The Hamburg Rules, IATA Resolution 833, Warsaw Convention, FBL, INCOTERMS etc.

Use of ISO 9000 quality standards for forwarders.

Sufficient suitable quality rail, road, navigational, air transport networks: TransEuropean Rail Freight Freeways (TERFF), specifications for networks, service facilities required, network management systems.

Sufficient suitable quality terminals: conception of terminals, terminal management and operation, information systems, means for development of logistics and regional distribution centres.

Sufficient suitable quality communication networks: existing communication networks for intermodal transport, model plans for communication centres, requirements for use of EDI-EDIFACT.

Sufficient suitable quality vehicles: specifications for vehicles, recommended vehicle types.

Sufficient suitable quality of intermodal transport units (ITU): specifications for ITU, existing organisations for use of ITU.

Extension of the Trans-European Combined Transport Network and Terminals Network on the CEECs interface territory: identification of bottlenecks, opportunities and limits for the interoperability and interconnectivity of the different intermodal networks.

An accompanying measure is proposed to develop this analysis as a joint survey in Central and Eastern European countries. This action will enable to evaluate the existing white spots and gaps at Pan-European, European and National levels and to develop a practical program towards solving the bottlenecks in a joint approach both regional/national and on a Pan-European CEECs/EU scale.

State of the art for intermodal transport research and development in the CEECs

Proposals of reference scenario for a Pan-European Network of intermodal transport services.

Inventory of bottlenecks for the development of East-West interoperable intermodal transport.

Assessment of the needs in terms of infrastructures, means, systems and equipment for the development of efficient intermodal transport chains at Pan European level.

Preparation of consistent solutions to the major identified bottlenecks.

Dissemination of the results through dedicated workshops.

Accompanying Measure (up to 100% EU funding)

3^rd Call (June 2000) – Duration: 18 months

Communication on the Common Transport Policy, Sustainable Mobility : Perspective for the future (COM(1998) 716 final)

Preliminary work done with CEEC representatives (RETRAEST), Final report of January 1999

Helsinki conference

FP4 projects: IQ, IMPULSE, SCANDINET, APRICOT

TEDIM programme, PHARE and TACIS activities

PHARE Multi-Country Transport Programme (MCTP) : Study on the need for a common pool of combined transport equipment

PHARE MCTP : Extension of TERFF to CEECs

PHARE / TINA (Transport Infrastructure Needs Assessment): Final report of October 1999

Acquis communautaire

Accession Countries and other CEECs

Consultants and research institutes with a strong experience in the task subject. National and regional authorities, intermodal transport operators, terminal operators, railways, forwarders for the part on the market needs. International organisations and other relevant bodies for the dissemination part.

The wide variation of loading unit dimensions across modes is another factor that reduces interoperability between modes. The incompatibility of the transport equipment for road, rail, short sea and inland waterway traffic raises transfer and handling costs and necessitates cumbersome transhipment techniques. If left unchanged, the growing complexity of the logistics requirements, and the projected growth in international trade, will reinforce the tendency of transport units to diverge. The use of specialised loading units will increase the occurrence of their empty returns.

The aim of the present task is to provide solutions for improving interoperability between transport modes, transport equipment and loading units with a view of enhancing intermodal door-to-door solutions on European and Pan-European transport corridors.

The present task is divided in two parts. The first part deals with the interoperability between transport modes and interoperability in network operations when nodal points are concerned. The second part of the task focuses specifically on interoperability aspects related to intermodal transport units (ITUs).

The objective is to analyse the existing limits and bottlenecks affecting the interoperability between transport modes and the interoperability in network operations when a nodal point is concerned, from a technical and operational point of view at the level of the infrastructure. The present task aims at providing consistent and cost effective solutions to existing problems in this field and at demonstrating the main results on selected corridors.

The following elements should also be integrated in the project:

A specific concept should be established and demonstrated for the integration of stackable swap-bodies in intermodal door-to-door chains covering all modes and the EU territory with links to Accession Countries and other CEECs.

Subtask 1:

A map of problems and bottlenecks for the interoperability between different modes of transport when intermodal transport chains are concerned.

Integration of the results of projects developed in FP4: APRICOT, IMPULSE, FV-2000, IMPREND, OSIRIS.

Development of dedicated solutions for the improvement of interoperability between transport modes. Demonstration of these solutions on selected corridors

Subtask 2:

A map of problems and bottlenecks for the interoperability of intermodal transport units when intermodal transport is concerned.

Integration of the results of projects developed in FP4: UTI-NORM

Development of dedicated solutions for the improvement of interoperability for Intermodal transport Units. Demonstration of these solutions on selected test sites

Development of dedicated solutions for the integration of stackable swap-bodies for door-to-door intermodal transport operations. Demonstration of these solutions

The target group is: Policy makers, standardisation bodies, Industry, transport operators intermodal transport users, shippers

Subtask 1: RTD project (up to 50% EU funding)

Subtask 2: combined project (RTD + DEMO, up to 50% EU funding)

Each subtask may be subject of a separate proposal

Subtask 1 and 2: 3^rd Call (June 2000) – Duration: 24 months

Communication on the Common Transport Policy, Sustainable Mobility: Perspective for the future (COM (1998) 716 Final)

Communication on the Intermodality and intermodal freight transport in the EU (COM (1997) 243 Final)

FP4 projects: APRICOT, IMPULSE, FV 2000, IMPREND, OSIRIS, UTI-NORM, ASAPP, SHIFTING CARGO

Accession Countries and other CEECs, Mediterranean countries

Research institutes, consultants, and main transport actors involved in the subject for the research part. Industry, intermodal operators for the demonstration part. International organisations for dissemination aspects.

Investments in new and upgraded railway network and support infrastructure should normally last 50 years or more, although in some cases for support infrastructure only 20 years. It typically takes many years from decision to implementation. In order to ensure the right investments, to set priorities, and to identify bottlenecks on national and international level at the earliest possible stage, there is a need to support the European railways and infrastructure authorities with improved planning tools, which in addition to the historic data and trends used today, also to a larger extent should be based on more comprehensive and reliable forecasts and scenarios. The greatest potential areas for improvement of the performance of the railway system are in the layout and technical standards of the network, and in the way in which operational separation of slow and fast traffic is achieved. The results of this task in combination with other tasks on improved maintenance methods and improved management of capacity and resources will contribute to significant increases in capacity (measured as the possible ton-km or passenger-km throughput on a given railway line during peak hours) and significant reduction of unit costs (measured as costs per ton-km or passenger-km). The challenge is to achieve the ambitious targets in the Task Force “Trains and Railway Systems of the Future” for railway infrastructure, namely 40% increases in capacity and 50 % reduction of costs without affecting the safety level.

The work to be undertaken will be divided into three subtasks, which all should be covered in a single proposal:

Subtask 1. “Toolbox” for rail network development and assessment of potential bottlenecks.

The starting point is the forecasts and scenarios for passenger and freight transport demand resulting from strategic research in FP4 and FP5. This subtask should focus on developing the interfaces between these scenarios/forecasts and state-of-the-art railway capacity modelling tools, and on validating the use of these for decision support in the areas of infrastructure investment, bottleneck identification, and possibly also with respect to environmental issues.

Subtask 2. Solutions aimed at achieving cost reductions and/or capacity improvements at corridor or network level.

Assessment of the potential for cost reductions and/or capacity increases by extended use of dedicated networks, or by other co-ordinated improvements at corridor or network level. This may include such concepts as network division related to operational use (e.g. as in the German “Netz 21”), use of higher gradients for dedicated passenger lines in order to avoid the additional costs associated with tunnels, and improved standards for corridors used for freight traffic (e.g. increased axle loads, increased loading/structure gauge for freight trains and increased maximum length and maximum weight of freight trains). Establish some case studies for instance by covering some of the Member State initiatives in this area with the aim of extending these initiatives to a European corridor or European network level, e.g. in “high productivity freight corridors” for Alpine corridors and/or rail links to large sea ports based on the recommendations from the EUFRANET and INTELFRET projects.

Subtask 3. Optimal infrastructure solutions for high-speed tilting trains and their operation in mixed traffic conditions with slower freight trains.

Establishment of improved tools and methodologies for comparing traditional straight high-speed lines with upgraded (or maybe even new-built lines) specially prepared for tilting trains. The comparison should include travel time, infrastructure investments and operating/maintenance costs, and the tools and methodologies should be validated on a few case studies. The work should also look into possible improvements in the infrastructure layout and standards in order to achieve the best possible performance in mixed traffic conditions with both high-speed tilting trains and slower freight trains sharing the same line.

The work in subtask 1 should lead to a user friendly toolbox, which has been validated in a limited number of case studies. The use of the developed tools for rail network development on a larger scale for the European network will not be done in this task, but will probably be part of the normal TEN revisions. It is expected that the tools also will be suitable for infrastructure investment decisions in the Member States for railway lines outside the TENs. The work in subtasks 2 and 3 should aim at producing handbooks, computer tools and case studies for the different possibilities for upgrading/improving to railways.

RTD project (up to 50 % EU funding).

3^rd call (June 2000) / 24 months.

Communication on “The Common Transport Policy, Sustainable Mobility: Perspectives of the Future”, COM (1998) 716 final:

Para 10: White Paper “A strategy for revitalising the Community’s railways” COM (1996) 421 final, Trans-European Rail Freight Freeways; Para 13: Trans-European Transport-Networks; Para 40: Review of guidelines for TEN-T; Para 47: Alpine Transport; Annex I: Railway Infrastructure Package COM (1998) 480, Communication on interoperability of conventional rail; Annex II: Review and revisions of the TEN guidelines; Framework for harmonised technical standards for railways.

FP4 Transport Programme projects: EUFRANET, LIBERAIL, EUROPE-TRIP.

FP5 Thematic Networks on “Maintenance and Management of Railway Infrastructure” (1st call) and “Trans Alpine Crossings” (2nd call).

Switzerland organizations and others are welcomed.

Railway infrastructure managers and planners, specialists in computer modelling, industry (construction and maintenance expertise), universities and research institutes as appropriate. The active involvement of authorities/decision makers, infrastructure managers and users for corridors covered in the case studies is strongly recommended.

The first objective is to identify materials, and their uses, which will satisfy the functional, safety and environmental requirements relevant to different types of road pavement.

The second objective is to develop high durability materials for the maintenance of other road structures, such as bridges, tunnels, embankments, culverts and retaining walls.

Specification and development of materials, and their uses, for satisfying functional, safety and environmental requirements and, in particular, the development of materials to meet conventional or performance-based specifications. Of significant importance will be the identification of the potential for using recycled materials.

Development of techniques and procedures for using recycled or other alternative materials in road pavements. Of particular importance will be the development, and selective demonstration of methods for using industrial by-products and waste.

Specification and development of cost-effective, high durability materials, and methods for their use in the maintenance of such structures as bridges, tunnels, embankments, culverts and retaining walls. A balanced approach should be made, as a result of analysing the existing inventory of structures in EEA and selected Central European countries, and of making consequent decisions on the highest priority problems to be addressed. The aim should be to ensure the efficient, enduring and safe performance of these types of structure.

Research in this area typically brings together national expertise under one umbrella, striving to identify and spread best practice.

An innovative, detailed specification of materials, and their uses, for satisfying the functional, safety and environmental requirements of different types of road pavement.

Techniques and procedures for using recycled materials in road pavements.

An innovative, detailed specification of cost-effective, high durability materials, and methods for use in the maintenance of highway structures.

Updated inventory and assessment of highway structures in EEA and selected Central European countries.

RTD project (up to 50% EC funding).

3^rd call (June 2000), duration approximately 36 months.

RETRAEST (Transport R&D Co-operation with Central and Easter European Countries) Multi-Annual R&D Programme.

ALT-MAT, COURAGE and POLMIT Transport RTD Projects. COST Actions 337 and 345. Link with Thematic Network on Cost/Benefit and Cost-Effectiveness Assessment Tools for Road Safety/Environment Measures.

Participation from CEECs is welcomed.

Expertise required from materials engineering, environmental engineering, soil mechanics and hydrology.

Efficient passenger interchanges are an essential pre-requisite to improve the attractiveness and intermodal integration of public transport, air transport, the private car and non-motorised modes and for short, medium and long distance trips.

The Commission Communication ‘Developing the Citizen’s Network’ has emphasised the need to improve quality and integration, in order to develop seamless door-to-door transport solutions. The objective is to ensure a continuity of quality at all stages of the intermodal transport chain by removing bottlenecks. Moreover, transport policy-making at all levels pays an increasing attention to the role of high quality passenger terminals as an interface between the trans-European Transport Network (TEN-T) and local and regional transport networks.

The aim of the task is to develop a harmonised set of European quality criteria for passenger terminals in order to ensure continuity of quality along door-to-door transport chains with a special emphasis on the links between long distance and short distance networks. Where this is considered to be necessary these criteria could also integrate quality criteria for terminal access. The project results should be prepared in such a way that they could be used as input for European standardisation work undertaken by the relevant bodies.

Research should start with developing a European typology of passenger’s terminals against modes, type of areas, capacity, etc. Based upon this typology, the research under this task should develop a methodology and criteria to analyse the contribution of terminal quality, terminal location and terminal access to achieving the objectives of the trans-European Transport Network, with a particular emphasis on rail and airport terminals.

In the field of terminal planning, research should identify, analyse and recommend best practices in tools for terminal location choice and terminal development with particular attention to local environmental, social and economic impacts and community involvement in terminal development.

As far as the operation of terminals is concerned, research should identify, analyse and recommend best practices to minimise the perceived ‘breaks’ in the transport chain at terminals and their access. The specific problems of historic terminal buildings should be taken into account. The state-of-the-art in user flow management (for instance crowd management systems) should be identified and analysed.

Finally, a harmonised set of European passenger terminal quality indicators should be developed and best practices identified. Relevant aspects could for instance include accessibility, capacity, safety and security, travel information, payment, luggage, signage, etc.

It is expected that the following outputs will be produced:

• a European typology of passenger’s terminals against modes, type of areas, capacity etc.,
• methodologies and criteria to analyse the contribution of rail and air terminal quality, efficiency, location and access to achieving the objectives of the TEN-T,
• a harmonised set of European passenger terminal quality indicators, taking into account the need to ensure continuous quality in the transport chain,
• guidelines on and a best practice guide on high speed rail and air terminals, including terminal location, terminal access, terminal development and operation, user flow management and cost-benefit evaluations.

The task outcome is of particular relevance for public and private parties involved in TEN-T and terminal development, transport operators, researchers and users.

RTD project (up to 50% EU funding).

3^rd call (June 2000), the foreseen duration for the project is 24 months.

Communication ‘Developing the Citizen’s Network’, COM (1998) 431 final.

Work undertaken under this task should build upon the outcome of the MIMIC, PIRATE, GUIDE, HSR-COMET, CATRIV, SWITCH, EUROSIL and CARISMA-Transport projects, which have previously been run under the Transport RTD Programme, as well as the COST 335 project. In addition the project should take into account the results of policy studies on passenger transport network design/terminal location that have been undertaken at national, regional, local and European level.

The participation of one or two partners from Accession Countries in the consortium could be envisaged, ensuring collection of information and dissemination to these countries.

It is anticipated that the core of the consortium will exist of researchers with experience in terminal development and quality indicators, and that policy makers from all levels will be strongly involved in steering the project.

Many tools have been developed for arrival or for departure planning, there is a need for the assessment of the potential benefits within a co-ordinated planning function to facilitate the implementation.

In order to avoid the multiplicity of operational procedures at each individual airport, which would have a potentially adverse effect on efficiency and safety, a harmonised approach at the European level has to be developed.

The objective of the task is to propose to a candidate airport a first operational integration of existing tools for arrival and departure planning management, together with those derived from the planning and routing function of the ground movement concept.

In this context, a full scale integration of the management and planning system at an airport should be experimentally implemented under real operating conditions.

The results from the operational assessment of the co-ordination between arrival, ground movement, and departure, will provide a quantifiable measure of the benefits in terms of the safety, capacity and efficiency of the system.

RTD project (up to 50% EU funding).

3^rd call (June 2000), 2 year duration.

Communication on The Common Transport Policy, Sustainable mobility: Perspectives for the Future (COM (1998) 716 final) Paras 12,13,30,46,49

Airports related projects from ECARDA (DG-Transport, DG-Research and DG-Information Society) particularly DEFAMM operational tests ARAMIS, DA VINCI, 2.3.1/2, 2.2.1/6, , and Eurocontrol studies

As appropriate

Airport Authorities, service providers, airlines, research centres, manufacturers

Ports play an important role in waterborne logistics, as key transport service providers in a highly competitive global business, as the nodal point l