Keeping Europe moving

The European transport policy, which in many respects is a cross-cutting policy and an exciting field of experimentation, shows how crucial a sustainable development strategy is. The figures speak for themselves. Transport was responsible in 2005 for 26.5 percent of greenhouse gas emissions in the EU. European transport represents 73 percent of total oil consumption in Europe. Fully 97 percent of transport depends on this energy source. Transport growth until 2020 will be of the order of 34 percent for freight and 27 percent for passenger transport.

We must bear in mind the triple commitment made by the Heads of State and Government in March 2007: the so-called 20/20/20 strategy by 2020 that aims to reduce greenhouse gas emissions by 20 percent; to raise to 20 percent the share of renewable energy sources in the Union’s total energy consumption; and to reduce energy consumption by 20 percent. Transport cannot stand idle. We must meet these challenges by promoting green propulsion and smart mobility.

Green propulsion

Green propulsion means cleaner engines and cleaner fuels. Of course it is up to industry to innovate. But it is the European legislators who must create a level playing field by defining standards.

Successive EURO standards have brought down harmful emissions from vehicles in a spectacular way: 28 times less for cars and 18 times less for trucks since 1993. The new benchmark for cars is also ambitious: not more than 120 grams per kilometre by 2012 (compared to 163 grams per kilometer in 2004).

I strongly believe in a future for biofuels in Europe. They will reduce greenhouse gas emissions and strengthen our energy independence. But we still have a long way to go. In 2005, biofuels accounted for only 1.6 percent of the diesel market and 0.4 percent of the petrol market in Europe; compare this to Brazil, where the market share of biofuels is 11 percent. What we will need are standards for biofuels, standards for engines that take biofuels, and clear rules for tax incentives.

Another promising avenue is fuel cells and hydrogen. The Community research program is actively promoting research on these issues and in September the Commission will propose standards for hydrogen engines. Production of hydrogen requires an important energy input. Solar power could be part of the solution.

But standards and research are not the only levers at our disposal to promote clean fuels and clean engines. Let me cite the example of our recent proposal for emission trading for aviation. Emission trading schemes are based on market logic. They reward investment into research and innovation.

Aviation is the test case. But voices are being raised to suggest maritime transport as another candidate. The potential for reducing emissions from maritime transport is considered to be very high.

Smart mobility

Clean engines and clean fuels can only take us halfway. We must also encourage smart mobility that chooses the most efficient transport mode for a given journey. To have 30 percent of trucks running empty in Europe is a waste. One percent of GDP is squandered in congestion. Why should a truck carry goods from Marseille to Copenhagen, if a ship can do the same using a fraction of the energy per ton/kilometer?

This is why I have launched the new concept of co-modality. Co-modality means optimizing each mode of transport and developing links between them: intermodal platforms, efficient logistics, e-freight, high-performing hinterland connections for ports. This requires investments on a continental scale, and a particular priority is the modernization of Europe’s port infrastructures. Over 90 percent of our international trade arrives by sea, and we need ports that can handle this traffic. Motorways of the Sea must be another priority.

Smart mobility also means intelligent transport. A better management of transport flows requires both better information on these flows and effective management tools. Today we have several technologies enabling us to monitor goods and vehicle flows: satellite radio-navigation, radio-frequency identification, microwaves. But the data collected by these different systems are not always interoperable. We need to manage and share such information through European tools. We already have some examples. SafeSeaNet makes it possible to track ships and their cargoes along European coasts; today we are considering upgrading the system by building in a long-distance ship detection module. SESAR is intended to modernize air traffic control over Europe by 2013. It will optimize the use of air corridors, thereby avoiding unnecessary congestion over airports, and will streamline flight routes and avoid delays, which increase CO2 emissions and noise. And finally there is GALILEO. This emblematic project lies at the heart of intelligent mobility. Satellite radio-navigation services will revolutionize the way our economies function. Some estimates claim that the global market could be worth up to €450 billion by 2020. Europe cannot afford to lag behind and to depend on American, Russian or Chinese signals and services.

A central concern

Sustainable mobility remains central to the competitiveness of the European Union. The two concepts of green propulsion and smart mobility can drive innovation and enhance sustainability. Europe is ahead of the rest of the world in terms popular support and political commitment in the fight against climate change.

We must use our advantage as a springboard. Green innovation can put us in the lead and give our industries a competitive edge.

“Smart mobility also means intelligent transport”

“Europe cannot afford to lag behind and depend on American, Russian or Chinese systems and services”