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the previous agreement.
The AEA’s external relations are underpinned by its
commitment to creating a level playing field in terms of
regulatory frameworks, market access and airline ownership.
The question that remains to be answered, in a world where
many support protectionism and nervously increase security
legislation, is – are its potential partners able to follow suit?
This article was commissioned by AEA.
The November
agreement was viewed
as offering real
progress in significantly
improved relations
between the two sides
ATM: THE CHALLENGE OF GROWTH
87
A co-ordinated intermodal transport system throughout Europe is an attractive
proposition, but what is being done and what needs to change? Simon Michell
examines the issues and challenges for the airline industry
urope is threatened by apoplexy in the centre and
paralysis at the extremities.” This stark warning was
made in the European Commission’s (EC) 1993 White
Paper on Growth, Competitiveness and Employment. Such
was the understanding of the importance of a co-ordinated
transport system for Europe that the European Union’s
founding document of March 1957, The Treaty of Rome,
provided for a common transport policy. It was not until the
Maastricht Treaty passed into law in 1993, however, that a
proactive and tangible process was put into place through the
concept of the trans-European Network.
It is now universally accepted that Europe’s chronic
congestion is restricting its economic competitiveness.
External costs of road congestion, for example, amount to
0.5 per cent of the EU’s GDP and it is predicted that if
nothing is done, the costs attributable to road snarl-ups will
reach E80 billion per annum by 2010, which equates to a
massive 1 per cent of the EU GDP. Accordingly the EC’s
2001 White Paper, European Transport Policy for 2010:
‘a time to decide’, has made a series of recommendations
and proposals to try and get substantial movement in
this area.
INTERMODAL TRANSPORT,
COMPETITION AND
CO-OPERATION
“E
ATM: THE CHALLENGE OF GROWTH
88
Freight traffic
The key aims within the European Transport policy for 2010
are to inject urgency into the 60 or so projects that have
already been started, and to gather the necessary consensus
for the adoption of a sustained and unremitting process to
realign the movement of goods and passengers away from
the roads. In short: “In the new concept of sustainable
development, community co-financing should be redirected
to give priority to rail, sea and inland waterways.” The primary
vehicle to achieve this change is the Marco Polo programme,
which started in 2003 and is due to be supplemented by
Marco Polo II on its completion at the end of 2006. Marco
Polo hopes to turn back the clock by getting the distribution
of freight between the various modes of transport back to the
levels last seen in 1998 by helping to shift the expected
growth in road freight to a combination of transport modes in
which road journeys are as short as possible.
With freight already accounting for 14 per cent of the
Association of European Airlines (AEA) member airlines
revenue – and set to rise to as high as 25 per cent – this is an
important area for the Association. That said, however,
David Henderson, Manager Information at the AEA explains:
“Intermodality is one of those concepts that is tossed around
as some kind of universal panacea. As far as we in the airlines
are concerned, the question of freight intermodality rarely
crops up. We are not yet, for example, talking about railway
marshalling yards next to the cargo terminal.”
Fairness across the board
With air traffic expanding at a steady pace of about 3-4 per
cent per annum, EC support for sustainable growth reflected
in the Framework Research Programmes and the Single
European Sky Initiative is vital. What it also needs, in relation
to the focus on the other transports modes, is a level playing
field, whereby it is not disadvantaged through economic,
regulatory or political decisions. This means road, rail, air and
maritime transport should be supervised, administered and
funded on an equal footing within the limits of social,
geographical and cultural bounds.
Air travel is a highly regulated and closely managed
transport mode, bound by international treaties both multiand
bi-lateral. It has a number of international bodies such as
International Civil Aviation Organization (ICAO), International
　
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