Additional Information Document
1st Call
Task Descriptions
Key Action
“Sustainable Mobility and Intermodality”
Thematic Programme
“Competitive and Sustainable Growth”
5th Framework Programme
10 March 1999
INTRODUCTION
This document gives additional information concerning the specifications and objectives of all tasks foreseen in the first call for proposals of the Key Action “Sustainable Mobility and Intermodality” of the Thematic Programme “Competitive and Sustainable Growth”. The Commission has approved these tasks after consultation of the Member States in the Programme 3 Committee.
All proposals submitted for this Key Action in the framework of the first call should address one of these tasks, all of which are mentioned in the strategy for the 1999 calls of the work programme.
The first three digits of the reference number mentioned together with each task title indicates the work programme reference number. An example is: 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.
This document can also be downloaded from the Homepage of Programme 3 on the Internet:
OVERVIEW OF TASKS
1stCALL
Task 2.1Socio-economic scenarios for mobility of people and goods
2.1.1Quantitative tools for decision-making
2.1.1/1Testing of methodologies for long distance passenger travel data
2.1.1/2Transport network accounts and marginal costs in relation to fair payment for infrastructure use
2.1.1/3Thematic network on policy and project evaluation methodologies
2.1.1/4Understanding and predicting mobility trends and transport patterns
2.1.1/5Transport Modelling and Exploration Tools
2.1.1/6Analysis of the cost structure of door-to-door intermodal freight transport services and the conditions to optimise it.
2.1.1/7Thematic network on Benchmarking in transport
2.1.2Driving forces in transport
2.1.2/1Effects on Transport of Trends in Logistics and Supply Chain Management
2.1.2/2Role of third party logistics service providers and their impact on transport
2.1.2/3Influencing transport intensity of economic growth
2.1.3 Policies for sustainable mobility
2.1.3/1Changing legal and organisational frameworks in local public transport: assessing the impacts on roles and activities of key players
Task 2.2Infrastructures and their interfaces with transport means and systems
2.2.1Infrastructure development and maintenance
2.2.1/1Integration between local and regional rail, incl. cross-border aspects
2.2.1/2Improvement of cross-border connections for local and regional passenger transport
2.2.1/3Optimisation of the use of semitrailers in the intermodal transport chain
2.2.1/4Thematic Network on freight transfer points and terminals
2.2.1/5Integration of horizontal transhipment techniques in intermodal transport operations
2.2.1/6Total Airport Optimisation by Simulation, including land-side
2.2.1/7Thematic Network on maintenance and management of railway infrastructure
2.2.1/8Condition based, and reliability centred, maintenance of railway infrastructure
2.2.1/9Automated underground distribution and tube transportation systems
2.2.2Environment
2.2.2/1Thematic network on transport and the environment
2.2.2/2Monitoring emissions from transport, including particulates
2.2.2/3In-service Test Procedures for Road Vehicle Emissions
2.2.2/4Thematic network on the integration of new generation vehicles into the transport system
2.2.2/5Tools and strategies for reduced source noise and vibrations from trains
2.2.3Safety
2.2.3/1Cost/benefit analysis of regulations and investments to optimise air transport safety
2.2.3/2Improve the regulatory framework for the implementation of new operational concepts and technologies in air transport
2.2.3/3Thematic Network on Safety Assessment in Waterborne Transport
2.2.3/4Cost-efficient integration of new safety technologies to improve Quality Shipping
2.2.3/5Thematic Network on Cost/Benefit and Cost-Effectiveness Assessment Tools for Road Safety/Environment Measures.
2.2.3/6Further Development of Road Vehicle Safety Standards
2.2.3/7Drivers' and Riders' Physical Fitness and Physical State.
2.2.4Security
2.2.4/1 Security in local and regional public transport
2.2.5Human factors
2.2.5/1Training to improve the safety of air transport operations
2.2.5/2Driver Training and Hazard Perception
2.2.5/3Thematic Network on Maritime Education, Training and Certification
2.2.5/4 Promoting the take up of project results by leading educational institutions
Task 2.3Modal and intermodal transport management systems
2.3.1Traffic management systems
2.3.1/1Extension of ERTMS System specification
2.3.1/2 The definition and management of a master plan for ATM validation
2.3.1/3Full Airport A-SMGCS Test Trial
2.3.1/4Assessment of User Needs for Traffic Information and Traffic Management and their Reaction to Methods of Information Provision.
2.3.1/5Enhanced Road Traffic Simulation for Transport Strategy Assessment.
2.3.1/6 Implementation scenarios and impact assessment of advanced driver assistance systems
2.3.1/7Thematic Network for the creation of an intermodal framework for freight transport information and management services.
2.3.1/8Designs for inter-urban road pricing schemes
2.3.1/9 Testing the effectiveness and acceptance of urban pricing schemes
2.3.1/10Thematic Network on Waterborne Traffic Management and Information Services
2.3.2Transport and mobility services
2.3.2/1Thematic Network on rail freight services
2.3.2/2Innovative Waterborne Transport Concepts
2.3.2/3Thematic Network on an Operational Platform for Quality Shipping
2.3.2/4Thematic Network on movement of goods in urban areas
2.3.2/5Mobility management - new partnerships to encourage sustainable travel
2.3.2/6Travel awareness, communication, education and publicity
2.3.3Second generation satellite navigation and positioning systems
2.3.3/1Thematic Network on GNSS-2
2.1.1/1Testing of methodologies for long distance passenger travel data
1. Problem description
The implementation of the Single Market, the regulatory changes in the airline, inland-shipping and railway industries, the plans for Trans-European Networks, the Kyoto agreements on air quality, the recent road safety initiatives, all create for the first time the need for a high quality database on passenger transport at the European level for the purposes of planning and policy impact assessment. However, no coherent statistical information on passenger mobility at a European level is currently available.
The national data collection exercises are designed to measure the regional/national patterns of passenger travel. A number of member states have long-standing surveys, in particular of freight traffic and daily private travel, combined with extensive counting programmes on their road, rail, air, inland-waterway and maritime networks and nodes. This national focus and the strong local traditions inherent in each of the surveys make the harmonisation of the surveys or the derivation of common statistics difficult or impossible.
Long-distance mobility is at the core of the policy responsibilities of the EU transport policy, as the European Union’s demands need to be served by the planned Trans European networks for freight and passengers. National and regional co-operation is required, but the unharmonised nature of the data and networks available at the national and regional level cannot be a satisfactory information base for action at European level. To fulfil its responsibilities the EC will need suitable databases and planning instruments to observe the trends in transport and to forecast future developments both over the system as whole, as well as in spatial detail.
2. Description of task
Long distance mobility information is indispensable for policy formulation and for developing models to assist infrastructure planning through the TEN programme and regional policy, managing its environmental impacts through social policies, energy policy and transport safety initiatives and regulating the transport industry.
Benchmark surveys should be developed in all Member States of the European Union in the year 2000, for estimating personal mobility patterns, money and travel time budgets, relationship between mobility and car ownership, trip generation rates and distance travelled, modal split by demographic category. While household surveys will form the core of the benchmark exercise, there may be satisfactory, well proven and cost effective alternatives in some Member States which achieve the same ends and full consideration should be given to their use. The information derived should be coupled with other national household surveys or population censuses of the European Member States and should provide indispensable input to modelling research projects that will follow. The development of the benchmark surveys should be based on the harmonisation of existing national surveys as far as possible to avoid unnecessary duplication of effort.
A first estimate is that an EU wide household survey would require a sample of 55000-60000 persons across Europe during one year to be able to serve both as a monitoring device of the transport market, as well as a modelling data base.
The creation of this data infrastructure will require setting up the system to obtain the information, to test all aspects of the methodology, to implement the procedures and to examine the practicality of repeating the survey on a regular basis within Eurostat’s normal statistical framework.
Typical infrastructure planning related research questions, which could be addressed with this information, would include:
- Estimation of values-of-time-saved based on stated-preference for cost-benefit calculations at European level,
- Development of models of the frequency of long-distance travel as a function of socio-demographics, position in the European space,
- Development of models of destination choice, in particular for work and leisure, as a function of accessibility and services offered at the destination leading to the analysis of regional investment strategies,
- Development of models of mode and departure time choice leading to assessments of policies in the area of energy use, traffic emissions, intermodality, airport/station access, network development
- Development of models of route choice informing work on the design of the Trans-European Networks, cost allocation studies etc.
In addition, the data could be used to monitor the access to the transport system for different socio-economic groups, to monitor the impact of pricing policies by private and governmental infrastructure and service providers, to monitor the safety record as a function of the amount travelled. It could also help the analysis of the effects of current political developments like the introduction of the single currency and economic development on long-distance passenger mobility.
3. Expected results
A benchmark European survey on long-distance travel behaviour in all EU countries. Collection, analysis, database preparation and retrieval systems including a geographically full-scale demonstration. Where possible, the survey data should be coupled and integrated with national household and census data. Origin-destination matrices for passenger movements at NUTS-1 level for the entire European Union with a predefined level of confidence for the estimations produced should be developed. The survey data should be assessed in relation to its ability to address the questions mentioned above. Finally, the scope for repeating the survey as part of the Eurostat statistical programme should be assessed.
4. Type of contract
Accompanying measure (research study - up to 100% funding)
5. Timing
First call, 30 months.
6. References
Communication on The Common Transport Policy, Sustainable Mobility: Perspectives for the Future (COM (1998) 716 final) Para VI (I) Market access and functioning; para VI (7) Consumer protection and improving the quality of transport services. Actions 2000-2004: B1 Market access and functioning; C2 Environment; Consumer protection and improving the quality of transport services
7. Links
COST 305, MEST, TEST, MYSTIC, STEMM, Passenger Mobility Expert Group, United States travel and Tourism Surveys
8. Third countries
Where individual CEEC countries are sufficiently resourced to participate in the benchmark survey, they should be encouraged to do so in order to build a more complete picture of passenger mobility across Europe.
9. Consortium profile
Expertise in the collection travel survey data for government statistics, passenger travel model building, and management of international statistical projects.
2.1.1/2 Transport network accounts and marginal costs in relation to fair payment for infrastructure use
1. Problem description
The White Paper on Fair payment for infrastructure use emphasises the need for a common framework for transport pricing in the Member States, in order to ensure fair competition and to improve the efficiency of the transport system. There is also a need for the development of common transport accounts, in order to ensure greater transparency and commonality in the treatment of transport costs and revenues, as well as in the differentiation between transport charges and taxes across Europe. In the accounts, the costs of transport infrastructure provision and use are compared to the corresponding revenues. On the other hand, besides the top-down approach of the accounts, in order to charge transport users the socio-economic costs incurred, the marginal costs of the use of the transport infrastructure and services are also relevant.
2. Description of task
The objective of this task is two-fold: (i) to develop transport accounts that give a clear and transparent overview of the economic and financial flows of the transport system and of all the individual modes, and (ii) define efficient prices to be charged from the users in different local and traffic contexts. The following issues should be addressed:
- Definition and determination of the marginal and fixed/sunk costs and external costs and benefits of transport infrastructure provision and use and the corresponding revenues.
- Measurement and valuation of costs and revenues.
- Allocation of fixed and common costs of the provision of transport infrastructure and services in the accounting framework.
- Determination of the optimal level of aggregation and averaging (geographic, city/inter-city, modal, network, link, vehicle type, etc.) for a set of European accounts and for the marginal costs.
- Combination of the top-down (accounts) and bottom-up (marginal costs) approaches.
In addition to developing the accounts and to defining efficient charges, the research will also look at the broader role of transport taxation and charging in raising revenues for the general budget of a country or a local administration.
The research will build on existing state-of-the-art literature and focus on main gaps in knowledge regarding costs, benefits and revenues. The research will cover both passenger and freight transport and all modes of transport. At least the following cost elements should be covered: infrastructure costs (wear and tear, other costs of use, cost of provision of new infrastructure and services), environment, noise, congestion, cost of scarcity (slots), external benefits of public transport (the so called Mohring effect).
As a demonstration of the methodologies, the transport accounts should be compiled for all the Member States and selected Accession Countries for at least 3 different years and a forecast year, and marginal costs for several different urban and inter-urban traffic situations and vehicle types.
This task will also ensure effective coordination and clustering of other related research activities in the field ensuring coherence in assumptions, definitions and methodologies. This task, as the other pricing related tasks, will be one of the core projects to be included in a thematic network that is planned to be launched in the second call as a follow-up to the CAPRI Concerted Action and that will bring researchers and policy makers together.
3. Expected results
Framework for transport accounts and pilot development of transport accounts and marginal costs. Input to the Committee of Government Experts on charging for the use of infrastructure and to Commission and Member States policy makers to further develop transport accounts and pricing systems. The application of the Eurovignette directive.
4. Type of contract
Accompanying measure (research study – up to 100% funding). Proposals may be made for each part separately or as an integrated proposal covering parts 1 and 2 together
5. Timing
First call, duration 2 years.
6. References
White Paper on Fair payment for Infrastructure Use, Communication on the Common Transport Policy, Sustainable Mobility: Perspectives for the Future (COM(1998) 716 final), various references especially III(3) and IV(3) Fair and Efficient Pricing. High Level Group on Infrastructure charging.
7. Links
ExternE, CAPRI, TRENEN II STRAN, PETS, QUITS, AFFORD, FISCUS, EUROTOLL, tasks 2.1.1/6, 2.2.2/2, 2.3.1/8 and 2.3.1/9.
8. Third countries
The participation of the Accession Countries would be a benefit, especially to take into account the special features and contexts of these countries in terms of costs, prices, valuations, etc.
9. Consortium profile
Academia and research institutes involved in research on definition, measurement and valuation of costs and benefits of transport and the individual modes, on efficient transport pricing and cost allocation, and on internalisation of infrastructure and environmental damage costs.
2.1.1/3Thematic network on policy and project evaluation methodologies
1. Problem description
Research in transport policy and project assessment methodologies has recently concentrated on developing multicriteria methods for decision support and on defining methodology for strategic environmental assessment. Further development of the traditional method, the cost-benefit analysis, has been far less intense. Today the policy analyst has available a multitude of assessment methods with different underlying assumptions and a wide range of criteria for aggregating and weighing impacts and presenting results. No clear guidelines exist to tell which assessment method suits best which decision-making situation or how to integrate the results of the different methods. Consequently, it is very difficult for the policy-maker, if not impossible, to compare projects and policies that have been assessed using different methodologies.
2. Description of task
In the first phase of the task, a thematic network will be set up. The objective of the thematic network is to draw together and discuss results from the policy and project assessment and environmental impact assessment research in the transport sector. The aim is to identify the prerequisites and open issues for the development of an integrated assessment methodology suitable for different decision-making contexts and hierarchies.
The thematic network will cover both strategic and modal assessment methods and it will bring together researchers, practitioners and decision-makers. It will describe the state-of-the-art and the underlying welfare assumptions of the different assessment methods, compare their commonalties and differences, and assess their pros and cons. The thematic network will address the following issues:
- Solutions to address problems associated with cost-benefit analysis will be described and assessed in the light of welfare theoretic and public choice literature.
- Measurement of impacts. Cross-border effects. Ways to combine detailed environmental impact data with strategic level assessment will be described.
- The requirements that different decision-making questions set for the assessment methodology will be explored, and user needs for different decision-making situations will be identified. The issues to be covered include: impacts to be included, data and model availability, level of (dis)aggregation, citizens’/decision-maker’s valuations, etc.
- Best ways to involve citizens and stakeholder groups in different stages of the decision-making process will be assessed, given the experience of the Member States.
- Identification of open questions and further research needs.
National and other studies assessing the impacts of the development of the Trans-European Transport Networks (TEN) and of transport pricing will be used as concrete cases in addressing the above issues.