As part of the ordinary legislative procedure, the proposed TEN-T guidelines for 2014-2020 were discussed publicly in the Committee on Transport and Tourism of the European Parliament on 8 May 2012. The presentation was structured in three panels focusing on three key aspects of the proposal: the methodology for defining TEN -T, the technical requirements and the instruments for TEN-T project coordination. One week before, the Connecting Europe Facility was discussed publicly, focusing on forms of financing, priorities and synergies between the sectors. [more]

As part of the ordinary legislative procedure, the proposed TEN-T guidelines for the financing period 2014-2020 were discussed publicly in the Committee on Transport and Tourism of the European Parliament on 8 May 2012. The presentation was structured in three panels focusing on three key aspects of the proposal: the methodology for defining TEN -T, the technical requirements and the instruments for TEN-T project coordination. One week before, the Connecting Europe Facility was discussed publicly, focusing on forms of financing, priorities and synergies between the sectors.

At the beginning, Commissioner Kallas stressed the importance of this proposal for EU transport policy. Afterwards, Matthias Ruete, Director General of DG Move explained how the methodology for defining TEN-T had been developed and applied. He also higlightened the new rational approach to developing the TEN-T network, which - for the first time - was based on a methodology rather than on political bargaining between Member States.

The first panel as a whole focused on the methodolical aspects of TEN-T policy. Professor Dimitrios A. Tsamboulas (National Technical University of Athens) concluded that - from an academic point of view - the methodology was in general appropriate and scientifically sound. For optimal results some improvements were, however, necessary. Dr. Peder Jensen (European Environment Agency) assessed the methodology`s strenghts and weaknesses from an environmental perspective. He advocated a shift from a "predict and provide" to an "avoid, shift and improve" paradigm for infrastructure planning.

In the second panel, Hilde Bollen (Promotion Office for Inland Shipping in Flanders) focused on the proposed technical requirements for the inland waterways transport sector and their expected impact. Libor Lochman (Community of European Railways) did the same with regards to the railway sector.

In the last panel, the added value of multimodal core network corridors and their cordination was discussed. Laurens Jan Brinkhorst (Cooridnator for TEN-T Priority Project 6) explained the multimodal core network corridor approach and stressed the essential role of the proposed corridor platforms.

Each panel was followed by a question and answer session. Most members supported the Commissions`s general approach in principle. Questions revolved around potential contradictions between inland waterway upgrades and tourism/environmental objectives, improving citizen`s participation in infrastructure planning, best practice in project implementation, the impact of TEN-T guidelines on cohesion policy as well as TEN-T funding perspectives in times of economic crisis.

In their closing remarks, the Co-Rapporteurs highlighted the general broad consensus amongst Members on TEN-T policy. In their view, some issues required further in-depth reflections: the dynamic nature of the core network, the special character of islands improved and the need for several definitions in the legislative text.

One week before, a Joint Public Hearing of the Commitee on Industry, Research and Energy and the Committee on Transport and Tourism was held. The focus lay on forms of financing, priorities and synergies between the sectors. The framework for the meeting was set by the enormous investment needs for large scale infrastructure projects in the field of transport, energy and ICT againts the background of the current economic crisis. Innovative financial  instruments such as project bonds, the blending of different financial sources, the expectations of institutional investors and public private partnerships were the key issues touched on by the experts. Members' questions focused on the potential leverage effects of new financial instruments, on problems and potential weaknesses of PPPs and on the synergies between the three different sectors.

Source: European Parliament`s Committee on Transport and Tourism, Editorial: Gudrun Maierbrugger

[close]

The conference revolved around the theme of port financing and investment, European ports policy, financial capabilities of port authorities, public private partnerships, concessions and regional investment opportunities. [more]

The conference revolved around the theme of port financing and investment, European ports policy, financial capabilities of port authorities, public private partnerships, concessions and regional investment opportunities.

The focus of the conference lay on the theme of port financing and investment, the most important enabling factors behind port development. The conference also devoted attention to the review of European ports policy that the European Commission recently announced. Other topics which were discussed during the first day included the financial capabilities of port authorities, public private partnerships, concessions and regional investment opportunities. On day two, the conference continued with a session on the European policy context followed by a roundtable discussion on port privatisation. This has again become a topical issue in Europe as the economic crisis is pushing some countries to sell off ports and other vital infrastructures.

Commission Vice-President Siim Kallas gave the closing keynote speech of the conference. “The ports policy review will not be a one size fits all approach. After all, there must be sufficient flexibility to take local circumstances into account. It is certainly not for the Commission to tell ports how their business should be run, or to suggest particular business models”, said Mr. Kallas, “The review is about having greater transparency and fewer restrictions, to remove barriers for new entrants wanting to tender fairly and openly for port services. Fair competition is a healthy – and I would say, usual –  requirement for improving port performance generally and for the system's overall efficiency.”

In his conclusions, ESPO Chairman Victor Schoenmakers emphasised the need to balance legal certainty with the flexibility that port authorities need to manage the dynamic nature of the industry. “This is the most important challenge to resolve”, said Mr. Schoenmakers.

During the conference, ESPO presented a manifesto, advocating a ‘renaissance’ of port management and policy. The manifesto addresses port authorities, governments and the European Union. It advocates first of all a change of management culture among port authorities, one that combines a dynamic business policy with good corporate governance and transparency, both within and beyond the port area. Secondly, it invites responsible governments to devise frameworks that guarantee independent port management, removing all necessary bottlenecks. Finally, it recognises the potential of the European Union to be a positive force by ensuring a level playing field and legal certainty and fostering growth and development of ports.

Next year, ESPO is heading to the Black Sea region where the Port of Varna will be hosting the 10th ESPO Conference, on 30-31 May. All presentations given at this year’s conference will be available from the ESPO website next week.

For more information, see:

ESPO website

Photo credits: Port of Antwerp

Source: ESPO, Editorial: Gudrun Maierbrugger

[close]

A new, almost totally LNG-powered dry cargo inland waterway vessel will be operating on inland waterways in the Netherlands, Germany, Switzerland, Belgium and France. [more]

A new, almost totally LNG-powered dry cargo inland waterway vessel will be operating on inland waterways in the Netherlands, Germany, Switzerland, Belgium and France.

This will be the first ever medium speed, dual-fuel, mechanically driven inland waterway vessel capable of operating for 95% to 99% of the time on LNG fuel, with a minimum of pilot marine gas oil (MGO) used for ignition - although the engines are also capable of operating fully on MGO. In addition to two 6-cylinder Wärtsilä 20DF dual-fuel medium-speed engines, Wärtsilä is to supply two fixed pitch propellers in a nozzle, the coldbox, and the LNG tanks.

Source: Greenport.com, 8.5.2012, Editorial: Gudrun Maierbrugger

[close]

Recently, Eurostat released "Statistics in Focus 20/2012" with quarterly and annual data about inland waterway freight transport. For IWT, strong recovery in early 2010 is reported, but not confirmed later in the year. [more]

Recently, Eurostat released "Statistics in Focus 20/2012" with quarterly and annual data about inland waterway freight transport. For IWT, strong recovery in early 2010 is reported, but not confirmed later in the year.

In brief, the following aspects could be observed:

• Recovery of total EU inland waterway transport in 2010.
• Renewed decline for total EU inland waterway transport in the first quarter 2011, almost reaching the level during the economic crisis.
• In 2010, EU total international transport was higher than total EU national transport.
• Container transport increased by more than 10% in the first quarter of 2011.
• Metal ores and other mining and quarrying products; peat; uranium and thorium’ (NST2007 – goods group 03) account for the highest share in total goods transport in 2010.
• Transport performance of ‘self-propelled barges’ in the EU-27 higher than all other types of vessels put together.
• ‘Non self-propelled barges’ are mainly used for goods transport in Eastern European countries.

For more detail, see:

Statistics in focus 20/2012

photo credits: istockphoto.com

Source: Eurostat, Editorial: Gudrun Maierbrugger

[close]

The WANDA project – “WAste management for inland Navigation on the DAnube” was a transnational project funded by the EU Transnational Cooperation Programme South East Europe (SEE). The project was conducted within 3 years (04/2009–03/2012), including 9 partners from 7 different countries (Austria, Slovakia, Hungary, Romania, Bulgaria, Croatia, Serbia). The numerous results achieved in the project are pathbreaking. [more]

The WANDA project – “WAste management for inland Navigation on the DAnube” was a transnational project funded by the EU Transnational Cooperation Programme South East Europe (SEE). The project was conducted within 3 years (04/2009–03/2012), including 9 partners from 7 different countries (Austria, Slovakia, Hungary, Romania, Bulgaria, Croatia, Serbia). The numerous results achieved in the project are pathbreaking.

The main objective of the WANDA project was the coordinated harmonization of international rules and practices in the field of ship borne waste management in the Danube riparian countries located in South East Europe. By establishing a sustainable ship waste management system along the Danube from a conceptual, operational and financial point of view, the constraints imposed by national borders will be resolved in the near future.
WANDA advocates the elaboration of an international framework concept and developing of harmonized national ship waste concepts, implementation of pilot actions and elaboration of a financing model for funding the services offered within the ship waste management system.

The main achievements and outputs of WANDA are pathbreaking:
With its superior goal on environmental protection and sustainable socio-economic development, the project can be seen as Good Practice for cross border cooperation and interaction. Several workshops, meetings and international cooperation were conducted within the project.

One of the most important milestones during the last months was without doubt the successful implementation of pilot actions for the management of ship borne waste in the Upper and Lower Danube Region. Moreover, national ship waste concepts were elaborated in all partner countries, contributing to the development and improvement of ship waste collection and management facilities along the Danube.

Equally important, preparatory work and first steps for elaborating a Financing Model for the coverage of waste disposal costs on international level was undertaken, combining the Polluter-Pays-Principle and an Indirect Payment scheme. At the current status a Vignette system seems to be the most feasible solution for the Danube region due to its’ practical applicability, low administrative costs and compatibility with the Rhine system.

And, last but not least, a pre-feasibility study on RIS – River Information Services was elaborated in order to modernise and adapt these features for the IWT.

For a roundup of the project, seethe project flyer and the latest newsletter:

WANDA newsletter March 2012

WANDA project flyer March 2012

For more information, see:

www.wandaproject.eu

Source: WANDA, Editorial: Gudrun Maierbrugger

[close]