Update from Europe by EFIP

Turi Fiorito, EFIP, article for PGA’s sixth Annual Bulletin

In December 2021, the European Commission published its Efficient and Green Mobility Package. The main proposal for inland ports in this package was the proposed revision of the TEN-T Guidelines. This revision should make the European transport network futureproof and further support multimodal transport.

For inland ports, the revision of the TEN-T Guidelines is of utmost importance. TEN-T forms the basis for the development of the EU logistics network. A strong logistics sector is essential for Europe’s economic growth and competitiveness and it is only as strong as its underlying network. TEN-T will define the transport landscape for years to come.

In its first analysis, EFIP was pleased to see that its points on TEN-T and the Rail Freight Corridors Regulation (RFCR) have been taken on board. The expansion of the chapter on multimodal freight terminals is useful to further support cooperation between modes. Together with the operators, Member States will analyse the need for new terminals and make plans in order to further develop multimodal transport and create the interconnected network of the future.

As outlined in the EFIP 2019 position, climate change is leading to extreme weather conditions, as was clearly seen in 2018 (drought) and 2021 (floods). This has, among other things, a visible effect on inland navigation. Our infrastructure must be adapted to this. The inclusion of climate change resilience in the new TEN-T is therefore very welcome.

However, European inland ports still see certain shortcomings and concerns. Throughout Europe, rail connections to ports are under pressure, are being dismantled or are completely unusable. This makes the achievement of the modal shift target particularly difficult. Europe’s inland ports need support from TEN-T to ensure that they retain their existing rail connections and that these are fit for the future.

The commitment to multimodal terminal is very useful in principle but the details still raise questions. For example, by 2040, terminals will have to be able to receive and handle 740m long trains. But how will this work if a terminal is located in an urban area and the necessary expansion of the terminal will not be possible?

Another question concerns the provisions on sustainable shipping. The proposal states that ports must have the relevant infrastructure for this This however does not take into account existing rules in the river basins and will lead to legal uncertainty.

The issues and questions specifically facing the Serbian ports will have to be addressed as well. In particular this means the inclusion of the Serbian ports that are currently not yet recognised by the revision. This will be addressed in upcoming implementing or delegated acts. Even though this seems far into the future, EFIP is already preparing for it now and will be ready to work on it together with Serbian ports.

These and many more points recur in this very complex dossier that covers the entire European Union. In the coming months, EFIP will enter into discussion with the European Commission, the European Parliament and the European Council and ensure that the various concerns are addressed.