Resolutions of the council of ministers of transport and reports approved in 1983 : activity of the conference, 30th annual report, 1983

342 Pages·1984·19.27 MB·English

by  OECD

EUROPEAN CONhbRhNCh Oh MINIS I bRS Oh I RANSPOR I
VOLUME I
30th Annual Report- 1983
1
ACTIVITY OF THE CONFERENCE
RESOLUTIONS OF
THE COUNCIL OF MINISTERS OF TRANSPORT
AND REPORTS APPROVED IN 1983
EUROPEAN CONFERENCE OF MINISTERS OF TRANSPORT
VOLUME I
30th Annual Report-1983
ACTIVITY OFTHE CONFERENCE
RESOLUTIONS OF
THE COUNCIL OF MINISTERS OFTRANSPORT
AND REPORTS APPROVED IN 1983
Lisbon, 17th-18th May 1983
Paris, 24th November 1983
iCIilC
THE EUROPEAN CONFERENCE
OF MINISTERS OF TRANSPORT [ECMT]
The European Conference of Ministers ofTransport (ECMT),an inter-governmental
organisation,establishedbyaProtocolsignedinBrusselson 17thOctober 1953,constitutesa
forumfor the Ministers ofTransportof 19 Europeancountries1. TheworkoftheCouncil of
Ministers is prepared by a Committee ofDeputies.
The purposes of the Conference are :
a) totakewhatevermeasuresmaybenecessarytoachieve,atgeneralorregionallevel,
the most efficient use and rational development of European inland transport of
international importance;
b) toco-ordinate and promote the activitiesofinternationalorganisations concerned
with European inland transport, taking into account the work of supranational
authorities in this field.
Major problems which are being studied by the ECMT include: transport policy; the
financial situation and organisation of railways and road transport; problems concerning
inlandwaterway transportandcombined transport;developmentofEuropeantrunklines of
communication;problems concerning urban transport; the preventionofroad accidentsand
co-ordination,atEuropeanlevel,ofroadtrafficrulesandroadsignsandsignals;traffictrends
and long-term traffic forecasts.
Moreover, the ECMT organises Round Tables and Symposia. Their conclusions are
consideredbythecompetentorgansoftheConference,undertheauthorityoftheCommittee
ofDeputies,sothatthelattermayformulateproposalsforpolicydecisionstobesubmittedto
the Ministers.
The ECMT is equipped with a computerised Documentation Centre.
TheSecretariatisattachedfromanadministrativepointofviewtotheSecretariatofthe
Organisation for Economic Co-operation and Development (OECD) which distributes its
publications.
1. Austria, Belgium, Denmark, Finland, France, Germany, Greece, Ireland, Italy, Luxembourg, the
Netherlands, Norway, Portugal, Spain, Sweden, Switzerland, Turkey, the United Kingdom and Yugoslavia
(associatedcountries: Australia, Canada, Japan, UnitedStates).
Publieen francais sous le titre:
ACTIVITE DELACONFERENCE
RESOLUTIONS DU
CONSEILDES MINISTRES DESTRANSPORTS
ETRAPPORTSAPPROUVESEN 1983
© ECMT, 1984
ECMT publications are distributed by the OECD Publications Office,
2, rue Andre-Pascal, 75775 PARIS CEDEX 16, France.
CONTENTS
Preface: A message from the Secretary-General (cid:9) 5
Introduction: Outline ofthe structure and proceeding ofthe Conference(cid:9) 7
Parti
ECMT ACTIVITIES
ChapterI. GENERALTRANSPORT POLICY IN EUROPE (cid:9) 11
ChapterII. ACTIVITIES IN PARTICULAR FIELDS (cid:9) 15
A. Allocation ofinfrastructure costs (cid:9) 15
B. Railways (cid:9) 17
C. Multilateral quota (cid:9) 18
D. Road traffic, signs and signals (cid:9) 19
E. Inland waterways(cid:9) 22
F. Combined transport(cid:9) 23
G. Urban transport(cid:9) 23
H. School transport (cid:9) 24
I. Transport and the Environment(cid:9) 25
J. Activities in the field ofstatistics(cid:9) 26
ChapterIII. ECONOMIC RESEARCH AND DOCUMENTATION (cid:9) 28
A. Seminar on the future ofthe use ofthe car(cid:9) 29
B. Round Table 61 : Goods distribution systems in urban areas (cid:9) 32
C. Round Table 62: Possibilities and limits of regulation in transport
policy(cid:9) 34
D. Round Table 63:Costs and benefits ofroad safety measures(cid:9) 35
E. Documentation (cid:9) 37
Chapter IV. EXTERNAL RELATIONS (cid:9) 39
Part II
TRENDS IN THE TRANSPORT SECTOR 1970-1982
Introduction (cid:9) 45
General situation(cid:9) 45
Freight transport(cid:9) 46
Passenger transport (cid:9) 47
Road accidents (cid:9) 47
Multilateral quota (cid:9) 50
Traffic on the river Rhine (cid:9) 50
Part III
RESOLUTION OF THECOUNCIL OFMINISTERS OF TRANSPORT
AND REPORTS APPROVED IN 1983
Generalquestions:
Resolution n° 48 adopted following the debate on general transport policy en Europe . 57
Resolution n° 47 on transport and the environment (cid:9) 75
Resolution n° 49 on the allocation ofinfrastructure costs (cid:9) 77
Resolution n° 46 concerning the conversion of annual multilateral licences into short-
term licences valid for 30 days underthe multilateral quota for the international trans¬
port ofgoods by road (cid:9) 128
Roads:
Resolutionn° 44 making cycling safer (cid:9) 131
Resolution n° 45 onmeasures to improve emergency assistance in road traffic(cid:9) 148
Inland waterways:
Resolution n° 10 on inland waterway shipping(cid:9) 214
***
CONCLUSIONS ON ROAD TRAFFIC RULES AND ROAD SIGNS AND
SIGNALS ADOPTED BY THEMINISTERS
Report onmatters concerningroad traffic signs and signals (cid:9) 258
REPORTS APPROVED BY THE COUNCIL OF MINISTERS
ECMT programme ofaction (cid:9) 277
Report on commercial action in the field ofrailways Passengertransport(cid:9) 280
Report on aspects of choice between private car and public passenger transport in
urban areas(cid:9)312
ANNEXES
I ECMT Organisation chart (cid:9) 328
II List ofofficers ofthe CEMT (cid:9) 329
III. List of delegates at the Lisbonne and Parissessions(cid:9) 330
IV. EUROFIMA Report (cid:9) 335
PREFACE
A striking characteristic of the year 1983 has been the hopes and fears about economic
recovery. By the end of the yearmany economists, including those in OECD, foresawin most indus¬
trial countries an economic growth of several per cent in 1984. However, although thehorizon may
thus be brighter than it has been,uncertainty still reigns. The prospects foremployment continue to
be alarming, especially in Europe, and the opinion is widely shared that the economic recovery must
be carefully sustained and broadened.
Transport is part of the industrial capacity of a nation. Hence it is natural that activities in
transport roughly show a similar pattern to the overall industrial activities. In 1982 freight traffic,
in terms of tonne-kilometres, diminished by 1.1 per cent on the average in the ECMT countries after
having already fallen by some 2.3 per cent in 1981. Transport, the logistic link between producer and
consumer, is what the blood-stream is for the body: the better it functions, the better the whole
body performs; it givesvitality;stagnation is dangerous. Economic recovery willhave a better chance
if it finds this logistic chain in good working order, if investments in this field have not been
neglected, ifthe sectorishealthy.
A well developed system of transport modes is important for our entire economy. In order
to keep the system up to date and ready to meet the new challenges of our time, it isnecessary to
observes that:
The industrial world is going through a number of structural changes, which affect trans¬
port invarious ways.
The nature ofthe goods produced is changing.
The demands made upon the ways in which these goods are being transported are chang¬
ing.
The revolution in communication techniques is making more global than they have ever
been,with all the consequences fortransport.
New techniques, including those in the field of computers, provide new ways of data
handling, which make a furtherrationalisation in transport possible. And so on.
The world of transport must make itself ready for a new start. It must be ready to handle
new economic growth, and it must be ready to do it in new ways, with new techniques, with new
organisational concepts. It would be even better iftransport didnot only profit from neweconomic
growth butifit by sensible investments could stimulate this recovery.
This is the time to look foranew approachin international co-operation as well. And in 1983
such a new approach was noticable in the meetings of the Ministers ofTransport and oftheir Depu¬
ties. ECMT is a political organisation and it was generally agreed that thispolitical character should
be strengthened. This can be done by:
having subjects ofamore topical nature on the Agenda ofthe Ministers meetings;
a willingness for a new approach to old problems;
a readiness foraction, ratherthan formore reports.
Indeed, action ispossible invarious fields.
For the railways the low demand figures and the high rates of interest create a substantial
danger of worsening the financial situation. But seriouspossibilities forimprovement still exist in the
field ofrail transport. Often distancesare favourable forrail transport, ifon an internationallevel we
could reach the same quality standards as domestic rail transport. Eventually investments will be
needed for further rationalisation, but even before and without that, improvements are already
possible. International passenger trains could make fuller use of the technical resources of tracks
and rolling stock and so become faster and more frequent without additional expense. And the
international transport of goods could profit greatly from a number of actions, for instance if the
concept of slow-moving bulk transport could be changed to a concept ofhigh standard transport.
Action is possible to harmonize weight and dimensions in road haulage. Fiscal harmonization
is also needed, even if not all the details of infrastructure costs by transport modehave been evalu¬
ated. It should be feasible to obtain a more general application and control of the international
rules for working hours and rest timesinroad transport. Liberalisation ofcertain categories ofgoods
and enlargement of the extremely low volume of the multilateral quota are waiting much more for
political decisions than for further analysis. The administrative formalities at border crossings weigh
heavily on international goods transport. They cause many unnecessary costsand they are incompat¬
ible with the role oftransport in oureconomies.
Action is possible in the field of combined transport, by standardisation of equipment and
techniques, by increasing the overall speed, by reducing frontier and port delays, by harmonizing
documents and proceduresbetween the transport modes.
Action is possible in the field of inland waterways, by improving the infrastructure, by ad¬
justing the fleet capacity to demand, by creating a smoother inter-modal interface, by improving
the social conditions.
Action is possible in urban transport. Deficits must be reduced. The productivity of public
transport can be improved. Tariffs can be simplified and rationalised. Transport should be considered
more inlanduse planning, in order to reduce transport demand.
In 1982, first indications seem to show that the overall number of people killed in traffic
accidents in Europe has practically not gone down. Is thatnot a sign that we have reached the limits
of what can be achieved with the measures taken thus far, so that new actions are necessary? Isit not
time for Governments to reconsider the situation and develop a new strategy which meets the re¬
quirements ofour time?
Action is needed to remove time money consuming bureaucratic methods. Techniques
are developed to save time, but what is the use if formalities take a larger period oftime compared
with that gained by the new techniques and their expensive investments? With the newinformation
technology it ispossible to tackle the problems ofempty return trips, over-capacity, inefficient travel
plans and thelack ofmutual fruitful co-operation between enterpreneurs.
For all these and many more things international consultation is indispensable. Ifthis is done
with the desire to minimise paperwork and to stimulate action, then much can be achieved in this
fascinating world oftransport in Europe.
Jan C. Terlouw
Secretary-General
INTRODUCTION
OUTLINE OF THE STRUCTURE AND PROCEEDINGS
OF THECONFERENCE
As the organisational chartin Annex I shows, ECMT workis carried out by three types ofunit:
1. Standing Committees and Groups
- Economic Research Committee
- Committee for Road Traffic, Signs and Signals
- Road Safety Committee
- Combined Transport Group
- Urban Transport Co-ordinating Group
- Management
2. Adhoc Groups
- Group on General Transport Policy
- Group on the Allocation ofInfrastructure Costs
- Group on the adjustment ofthe Multilateral Quota
- Group on improving International Rail Links
- Group on Commercial Action concerning Railways
- Group on Inland Waterways
- Group on School Transport
- Annual ReportGroup
3. Restricted Groups
- Restricted Group "A" (EEC Membercountries)
- Roads RestrictedGroups
The reports produced by these bodies are considered by the Committee ofDeputies and sub¬
mitted, once approved, to the Council ofMinisters.
The officers of the Council in 1983 were Portugal's Minister of Housing, Public Works and
Transport (Chairman), Norway's Minister for Transport and Communications (First Vice-Chairman)
and Italy'sMinister forTransport (SecondVice-Chairman).
The Steering Committeee comprises the three Member countries represented on the Bureau
and three others taken from the list of Member countries in alphabetical order each year. This
Committee holds its meetings just prior to the Committee of Deputies' two main sessions in spring
and autumn, or sometimes immediately after the sessions of the Council of Ministers. Its terms of
reference were reviewed by the Committee ofDeputies early in 1984.
The Council ofMinistersheld two sessionsin 1983, the first (57th Session), which also marked
the Conference's 30th Anniversary, in Lisbon on 17th and 18th May, and the second (58th Session)
in Paris on 24th November.
The Committee ofDeputies, asusual,held sissessions, on 1 1th January, 14th April, 16th May,
21st June, 13th Octoberand 23rd November 1983.
Part One
ECMT ACTIVITIES
30th Annual Report
Year 1983
[CM (84) 3]