type: legislation

jurisdiction: EU

text:
 Důležité právní upozornění
 |
 52004PC0478
 Návrh nařízení Evropského Parlamentu a Rady, kterým se stanoví druhý program „Marco Polo“ pro poskytování finanční pomoci Společenství za účelem zlepšení vlivu systému nákladní dopravy na životní prostředí („Marco Polo II“) /* KOM/2004/0478 konecném znení - COD 2004/0157 */
 V Bruselu dne 14.07.2004KOM(2004)478 v konečném znění2004/0157(COD)NávrhNAŘÍZENÍ EVROPSKÉHO PARLAMENTU A RADYkterým se stanoví druhý program „Marco Polo“ pro poskytování finanční pomoci Společenství za účelem zlepšení vlivu systému nákladní dopravy na životní prostředí („Marco Polo II“)(předložený Komisí)DŮVODOVÁ ZPRÁVAÚvod a shrnutíEvropský dopravní systém bude v následujícím desetiletí čelit značným výzvám. Bude třeba vynaložit velké úsilí pro nalezení potřebných finančních prostředků pro dlouhodobé investice do dopravní infrastruktury a pro odvrácení kolapsu stávajícího systému silniční nákladní dopravy. Do roku 2013 se v Evropské unii předpokládá nárůst silniční nákladní dopravy o více než 60 % a její zdvojnásobení se do roku 2020 přepokládá v nových 10 členských státech. To bude mít za následek dopravní zácpy, poškození životního prostředí, nehody a hrozící ztrátu konkurenceschopnosti evropského průmyslu, který se při řízení svých zásobovacích řetězců musí spoléhat na rentabilní a spolehlivé dopravní systémy.Silniční nákladní doprava je také plně závislá na fosilních palivech, proto dopravní systém citlivě reaguje na změny globálního modelu zásobování. Fosilní paliva jsou hlavním zdrojem emisí CO2. Proto je v zájmu Unie mít energeticky účinnější dopravní systém, zejména co se týče lepší účinnosti v oblasti životního prostředí a stabilnější dopravní ekonomiky.V této situaci je třeba více se spoléhat na návazné užívání různých druhů dopravy (intermodalitu). Intermodalita lépe využívá již existující infrastrukturu a zdroje služeb prostřednictvím spojení pobřežní plavby, železnice a vnitrozemských vodních cest do logistického řetězce. Není tedy třeba čekat na lepší dopravní systém do doby než bude k dispozici potřebná rozsáhlá síť infrastruktury. V současné době představuje intermodalita možnost jak zabránit kolapsu systému silniční nákladní dopravy.V souladu s jeho praktickým charakterem už v rámci evropské intermodální politiky existuje tržně orientovaný program na přenesení nákladní dopravy ze silnic na ekologicky přijatelnější způsoby: program Marco Polo (2003–2006) podle nařízení Rady a Parlamentu č. 1382/2003 má rozpočet 100 milionů EUR. Konkrétním cílem tohoto programu je převést průměrný roční nárůst mezinárodní silniční nákladní dopravy na pobřežní plavbu, železnici a vnitrozemské vodní cesty.Odezvou na uvedené velké výzvy je pro další finanční výhledy (2007-2013) navržení obnoveného a upraveného programu „Marco Polo II“. Komise se spoléhá na ověřené mechanismy současného programu a navrhuje dva nové typy akcí: akce námořní dálnice a akce k zamezení dopravy. Měly by vést ke snížení mezinárodní silniční nákladní dopravy, což si velmi přejí jak občané tak uživatelé průmyslové dopravy. Marco Polo II rozšiřuje také oblast působnosti programu na všechny státy sousedící s Evropskou unií. Zdůrazňuje úlohu železniční nákladní dopravy a objasňuje rozsah určitých opatření v oblasti infrastruktury.Na základě nezávislého předběžného hodnocení navrhuje Komise na období 2007-2013 celkový rozpočet ve výši 740 milionů EUR, tj. přibližně 106 milionů EUR na rok. To bude mít za následek převod více než 140 miliard tunokilometrů nákladní dopravy ze silnic (to odpovídá 7 milionům jízd nákladních aut na vzdálenost 1 000 km) a snížení emisí CO2 o 8 400 milionů kg.Pokud jde o odvrácení škod na životním prostředí a snížení nehodovosti, snížení spotřeby energie a škod na infrastrukturách, odhadují se výhody na 5 miliard EUR. Dotace ve výši 1 EUR poskytnutá v rámci programu Marco Polo II odpovídá tedy úspoře více než 6 EUR, pokud jde o užitek pro společnost v sociální oblasti a v oblasti životního prostředí.I Intermodalita: potřeba lepšího dopravního systému1. Evropský dopravní systém bude v následujícím desetiletí čelit značným výzvám. Tato potřeba se dá objasnit dvěma základními údaji. V dlouhodobém výhledu bude zapotřebí přibližně 600 miliard EUR na dobudování potřebných infrastruktur pro vytvoření transevropské sítě. Zároveň se očekává, že silniční nákladní doprava, která je v současné době hlavní oporou evropské logistiky, vzroste o do roku 2013 o více než 60 % v rozšířené Evropské unii a v deseti nových členských státech se do roku 2020 zdvojnásobí. Bude třeba vynaložit velké úsilí pro nalezení potřebných finančních prostředků pro dlouhodobé investice do dopravní infrastruktury a pro odvrácení kolapsu stávajícího systému silniční nákladní dopravy.2. Právě proto je nyní zcela zásadní lépe využívat stávající infrastruktury a zdroje služeb .3. To je také důvod existence intermodality: lepší zapojení alternativ k silniční dopravě – pobřežní plavby, železnice a vnitrostátních vodních cest – do zásobovacího řetězce s cílem zvýšit jejich využívání a nečekat přitom na vybudování strategických infrastruktur, ani na kolaps systému silniční nákladní dopravy.4. Intermodální politika představuje citlivou iniciativu zaměřenou na snížení tlaku v odvětví silniční nákladní dopravy. Ten je přínosem nejen pro silniční dopravu, ale i pro společnost jako celek. Alternativy k silniční nákladní dopravě jsou méně znečišťující, způsobují méně nehod a mají stále dostatečné kapacity. Intermodální politika, na základě zdravého úsudku, navrhuje při relativně malém finančním zatížení praktické a okamžité způsoby zlepšení našeho dopravního systému. Není proto překvapením, že Evropská rada na svém zasedání v Göteborgu v červnu 2001 prohlásila, že opatření, která pomáhají přenesení nákladní dopravy ze silnic na ekologicky přijatelnější způsoby, se nacházejí v samém srdci politiky trvalo udržitelné dopravy.5. Intermodální doprava však představuje komplexní alternativu dopravy, která zahrnuje účastníky s různými obchodními modely v roztříštěném a drobném prostředí, často ještě rozděleném modálními kulturami a vnitrostátními trasami. Komise uznává, že prvořadou úlohou tržních operátorů je zlepšit intermodální dopravu v rámci trhů, na které je volný přístup, a v případech, kdy převažují pravidla volné hospodářské soutěže, poptávky a nabídky. Pro úplné uvolnění potenciálu intermodální dopravy je však třeba podpořit ochotu vzít na sebe rizika spojená s přechodem silniční dopravy na alternativní způsoby. Mnoho dopravních společností operuje na trzích, které procházejí celkovou restrukturalizací. Jejich marže jsou nízké, plánování je těžké a budoucnost je nejistá. Proto se musí vytvořit praktické a tržně orientované podpůrné programy s cílem pomoci intermodálnímu odvětví převzít rizika a reagovat na výzvu dosáhnout trvalo udržitelného a velkého převodu na jiný druh dopravy v souladu s cíli vytýčenými v Bílé knize Komise z roku 2001. Těmito cíli je udržet minimálně do roku 2010 modální součásti na jejich úrovni z přelomu století.6. Kromě tohoto silně politicky orientovaného odůvodnění je tu další důvod, kvůli kterému je třeba zcela se zaměřit na intermodální alternativy. V dnešní době si evropský průmysl udržuje anebo zvyšuje konkurenceschopnost své výroby se sídlem v Evropě v převážné míře moderní logistikou, optimalizací výroby a odbytu a vytvářením hodnot v procese. Tyto sofistikované zásobovací řetězce jsou stále více zranitelnější klesající spolehlivostí a rostoucími náklady silniční dopravy. Pokud chceme v Evropě zachovat výrobní aktiva a výrobní procesy, musí se intermodální logistika stát nejdůležitějším prvkem průmyslové výroby v Evropě. Zaměření se na intermodální logistiku vytvoří také poptávku po vysocekvalifikovaných pracovních silách a kvalitních výrobních metodách, bez rizika jejich přemístění. V porovnání s předcházejícími programy představuje nová verze programu Marco Polo trvalou výzvu pro organizátory zásobovacího řetězce připojit se k úsilí zaměřenému na trvalo udržitelný a konkurenceschopný dopravní systém.II. Současný program Marco Polo: první stimulující lekce7. Společenství již v roce 1997 vypracovalo tržně orientovaný program pro rozběhnutí nových intermodálních služeb, které převedou nákladní dopravu ze silnic, Pilotní akce kombinované dopravy (PACT) podle nařízení Rady č. 2196/98. Tento program mohl počítat s rozpočtem 35 milionů EUR na pětileté období. Externí vyhodnocení programu potvrdilo, že peníze vydané na rozběhové dotace vytvářely reálnou hodnotu ve smyslu úspor externích nákladů, jakou je nižší míra znečišťování, menší nehodovost, méně dopravních zácep, vyplývajících z převodu na jiný druh dopravy. Na základě návrhu Komise z února 2002 Rada a Parlament v červenci 2003 rozhodly o vytvoření programu „Marco Polo“ vycházejícího z nařízení č. 1382/2003. Tento program dotovaný rozpočtem 100 milionů EUR na období 2003–2006 má velmi konkrétní cíle: pomoci převést předpokládaný nárůst mezinárodní silniční dopravy na alternativní způsoby. Hlavní cíle programu jsou takto měřitelné a jejich užitek se dá jasně prokázat.8. První výběrové řízení pro program Marco Polo (2003-2006) bylo zahájeno v říjnu 2003. Jeho výsledky potvrzují přidanou hodnotu podpůrného programu pro konkrétní tržně orientované intermodální akce v rámci celého Společenství. S 15 miliony EUR poskytnutými z rozpočtu Komise se spustí nové pomocné provozy přesouvající nákladní dopravu ze silnic. Podle předpovědí bude dosažený převod nákladní dopravy dokonce vyšší než očekávaný roční nárůst mezinárodní silniční nákladní přepravy odhadovaný přibližně na 12 miliard tunokilometrů.[1] Tím se jasně splní hlavní cíl programu Marco Polo. Za druhé, pokud jde o peněžní hodnotu, předpokládaný užitek pro životní prostředí, kterého se dosáhne pomocí uvedené dotace – co se týče nižší míry znečišťování, nižších emisí CO2, menšího počtu nehod, bude několikrát vyšší v porovnání s poskytnutou dotací. Nakonec, program Marco Polo očekává od účastníků projektu, že budou náklady na projekt financovat z větší části – nejméně 65 % - sami, což potvrdí tvorbu investicí na trhu. Jako výsledek výběrového řízení z roku 2003 budou pomocí dotace 15 milionů EUR spuštěné projekty, jejichž celková hodnota dosáhne více než 360 milionů EUR.9. Negativní stránkou je, že v rámci programu zjevně převládá nabídka před poptávkou. Během výběrového řízení v roce 2003 byly Komisi doručeny oprávněné návrhy požadující 182 milionů EUR dotací pro celkový rozpočet 15 milionů EUR. Poměr financování je tedy pod hodnotou 10 %. To není dobré. Takovéto nízké poměry financování mohou odrazovat společnosti od předkládání dobrých návrhů, protože se mohou obávat, že by vypracováváním nabídek pouze plýtvaly svým časem.10. Dá se tedy usoudit, že mechanismy a cíle současného programu Marco Polo jsou přínosné, a je třeba v nich nadále pokračovat i v rámci následujících finančních výhledů. Dále se dá usoudit, že rozpočtové prostředky programu ve značné míře nedostačují na financování všech dobrých návrhů. To znamená ztracené příležitosti na úkor lepšího dopravního systému.III. Předběžné vyhodnocení a konzultace se zainteresovanými subjekty11. Skupina nezávislých odborníků vykonala předběžné hodnocení obnovení programu Marco Polo na období 2007–2013 na základě běžně uplatnitelných nejlepších postupů v oblasti hodnotících technik a rámců. Odborníci přezkoumali potřeby trhu, nejlepší evropské postupy financování programů a položili silný důraz na rozpočtové potřeby, posouzení dopadu a na hospodárnost. Součástí hodnocení ukončeného v červnu 2004 byly rovněž konzultace se zainteresovanými subjekty.12. Současný návrh zohledňuje v plné míře hodnocení a doporučení nezávislých odborníků. Finanční výkaz, který tvoří přílohu tohoto návrhu, poskytuje dostatečný důkaz o této skutečnosti.13. Je třeba mít na paměti tyto hlavní závěry:a) Pro dosažení dlouhodobých základních cílů programu Marco Polo II je důležité rozšířit oblast působnosti programu s příslušným hospodárným zvýšením rozpočtu.b) Návrh programu Marco Polo II má v porovnání s jinými alternativními nástroji významné výhody. Jeho struktura založená na přímých grantech pro společnosti na zřizování intermodálních služeb realizovatelných ve střednědobém časovém horizontu představuje nejúčinnější způsob veřejného financování běžně dostupného pro intermodální dopravu.c) Návrh Marco Polo II je slučitelný s jinými iniciativami EU a členských států.d) Vzhledem ke konkrétním a zjistitelným cílům programu Marco Polo II je možné potřebný rozpočet objektivně vypočítat a sestavit tak, aby pro společnost vytvářel mnohonásobný užitek.IV. Návrh druhého programu „Marco Polo II“ (2007 – 2013)14. Návrh obnoveného programu Marco Polo nemění zásadně charakter a postupy programu. Ve skutečnosti se tři současné typy akcí – převod na jiný druh dopravy, zprostředkující a všeobecně vzdělávací akce – udržují v zásadě za stejných podmínek a požadavků na financování jak tomu bylo v současném programu. Objevily se však dva nové charakteristické znaky. Nutností k zajištění, aby program Marco Polo splňoval v plném rozsahu hlavní strategické cíle v rámci politiky trvale udržitelné dopravy, jsou tyto znaky:a) Širší geografická oblast působnosti15. V současné době se Evropa – a nejen „EU 25“, Unie 25 členských států – posouvá směrem k integrovanému trhu dopravy, včetně dalších kandidátských států na rozšíření. Ale také země ESVO a EHP, stejně jako východní sousedé, zejména Rusko, Bělorusko a Ukrajina, země Balkánu a Středomoří, jsou součástí nově vznikajícího velkého integrovaného trhu dopravních služeb. Modely výroby a dodavatelského řetězce se nezastaví na hranici EU 25 členských států.16. S cílem zabezpečit lepší účinnost dopravního systému v oblasti životního prostředí v rámci EU se musí zvažovat i intermodální možnosti a alternativy k silniční dopravě mimo EU. Potvrdilo se, že je mimořádně těžké zvažovat alternativy k silniční dopravě v rámci EU, pokud už byl náklad naložený na dálkové nákladní auto mimo EU. Současný návrh poskytuje možnost účastnit se společnostem „širší Evropy“, za předpokladu, že země, které nejsou členy Evropské unie a ani kandidáty na přistoupení, uzavřely konkrétní dohodu s Unií, přičemž též objasnily svůj příspěvek do rozpočtu programu.b) Nové typy akcí17. V souladu s hlavními cíly blíže upřesněnými v Bílé knize o dopravě z roku 2001 stanovuje současný program Marco Polo převod přiměřeného ročního nárůstu mezinárodní silniční nákladní dopravy na alternativní způsoby. Tento hlavní cíl, sám o sobě již ambiciózní, nemůže být konečným cílem naší intermodální politiky. Silniční dopravní systém, ve kterém se v současnosti z důvodu dopravních zácep promarní 0,5 % evropského hrubého domácího produktu, opravdu nevyhovuje jak evropským občanům, tak evropskému průmyslu. Nejsou spokojeni s dopravním systémem, který je téměř zcela závislý na stále ve větší míře dovážených fosilních palivech a je zodpovědný za rychlý nárůst emisí CO2 – jednoho ze skleníkových plynů zodpovědných za klimatické změny.Příští program Marco Polo proto musí udělat velký krok směrem k celkovému snížení mezinárodní silniční nákladní dopravy . Toho dociluje spolehnutím se na předcházející přístup posílený těmito dvěma způsoby:Mořské dálnice18. Bílá kniha o dopravě z roku 2001 představila myšlenku zabezpečení vysoce kvalitní logistické služby založené na malé námořní pobřežní dopravě, kterou je možné vzhledem k jejím kvalitativním znakům srovnat se silničními dálnicemi a nazývat ji „mořské dálnice“. To by vybavilo námořní dopravu dalšími kapacitami umožňujícími konkurovat dopravě na přejezdných komunikacích, což by pomohlo převodu na jiný druh dopravy. Čl. 12 písm. a) nových pokynů TEN-T přijatých dne 29. dubna 2004 dále vymezuje tento koncept a to především pokud jde o plánovanou budoucí infrastrukturu sítě. Program Marco Polo musí přesně zapadat do tohoto konceptu. Komise proto navrhuje přiměřeně ambiciózní cíle pro služby mořských dálnic. Příkladem může být potřeba vybudování mořské dálnice mezi Francií a Španělskem s cílem vyhnout se zúženým cestám v Pyrenejích, podobné spojení by mohlo přicházet v úvahu i mezi Itálií a Španělskem.19 Vzhledem k rozsáhlosti plánu takových mořských dálnic by měly projekty programu Marco Polo dělat více než už stávající zprostředkující akce nebo akce převodu na jiný druh dopravy. Jejich cílem je převést očekávaný nárůst silniční dopravy na alternativní způsoby. Akce mořské dálnice by raději měly jednoduše vést k menšímu objemu silniční dopravy za daný čas přes daný koridor . Tuto vysokou přidanou hodnotu Společenství a jasně viditelný užitek pro evropského občana zaručuje příspěvek Společenství vycházející z projektů pečlivě vypracovaných velkými konsorcii, jejichž součástí jsou dopravci, přepravní operátoři a poskytovatelé infrastruktury. Danou koncepci vysvětluje čl. 5 odst. 2 v souvislosti s čl. 2 písm. i).Akce k zamezení dopravy20. Spolehnutí se na intermodální dopravu neovlivní strukturální nárůst poptávky po dopravě. V případě úspěchu rozšíří nárůst poptávky rovnoměrněji. V tomto smyslu se ještě politika intermodální dopravy nezaměřila na následující výzvu, které musíme čelit, pokud jde o trvale udržitelný dopravní systém: Jak zvládneme poptávku po dopravě aniž bychom negativně neovlivnili naši konkurenceschopnost a blahobyt?21. Je načase zahrnout aktivnější výrobní odvětví a logistické systémy do související strategie akcí zaměřených na trvale udržitelný rozvoj. Musí se zlepšit výroba, zásobování a ostatní struktury s cílem zvýšit dopravní intenzitu průmyslové výroby. Komise proto navrhuje akce zaměřené k zamezení dopravy. Samotný průmysl se začal zaměřovat na tuto otázku, především racionalizací svých zásobovacích řetězců a snižováním distribučních a přepravních nákladů silniční dopravy. Je zde nápadná shoda zájmů mezi opatřeními zvyšujícími účinnost průmyslu a politickou vůlí snížit negativní účinky dopravy tím, že se dopravě jednoduše zamezí.22. Podle čl.5 odst. 4 jsou zajímavé dva charakteristické znaky akce. Za prvé, i zde existuje kvantitativní cíl: v daném zásobovacím řetězci snížit tunokilometry nebo autokilometry o 10 %. Takové snížení nesmí být způsobeno snížením výroby nebo zaměstnanosti, s cílem zamezit vyplacení prémie společnostem uzavírajícím závody.c) Objasnění23. Návrh dále přináší dvě důležitá objasnění. První se týká prioritních akcí v železničním odvětví a druhé objasňuje rozsah financování infrastruktury podle programu Marco Polo.Vytváření železničních synergií24. V souladu s celkovou strategií intermodality se navrhuje položit zvláštní důraz na lepší využívání stávajících infrastruktur při všech akcích v odvětví nákladní železniční dopravy. Příklady zahrnují budování mezinárodních železničních nákladních sítí s rychlými nákladními vlaky pro spotřební zboží nebo expresní poštu na vyhrazených tratích. Je také možné zamyslet se nad faktory zvýšeného zatížení v důsledku nových logistických přístupů a nových technických řešení. Přesněji to vysvětluje čl. 5 odst. 1.Financování pomocných infrastruktur25. Už současný program Marco Polo přináší určité omezené financování tzv. „doplňkových infrastruktur“. Tyto potřebné infrastruktury jsou dostačující k dosažení cílů pro akce, které se vztahují na služby související s programem Marco Polo. První výzva současného programu Marco Polo potvrdila, že v průmyslu existuje velká poptávka po infrastrukturách, které napomáhají úspěchu služeb. Proto také současný návrh zavádí určitou flexibilitu. Příloha II návrhu obsahuje určité časová a projektová kritéria pro oprávněná opatření týkající se infrastruktury a také objasňuje, že pro jednu a tu samou položku infrastruktury nemůže existovat žádná akumulace mezi financováním TEN-T a programu Marco Polo.26. Při tomto typu neexistuje žádné překrývání poptávky vedeného financování pro infrastruktury a nástrojů financování programu TEN-T. Tyto programy jsou skutečně odlišné, zejména co se týká přístupu financování. TEN-T je nástroj na vybudování evropské sítě infrastruktur s dlouhodobými cíly, jako např. rozvoj vnitřního obchodu a hospodářská a sociální soudržnost. V programu Marco Polo takovéto úvahy ve velké míře chybí. Je to tržně orientovaný nástroj, poháněný poptávkou, který se zaměřuje na trvale udržitelný převod dopravy dosažený dopravními službami . Příjemci programu Marco Polo jsou výhradně podniky, které se snaží dosáhnout krátkodobých a střednědobých obchodních cílů, zatímco členské státy a veřejné orgány mají dominantní úlohu v TEN-T.27. V porovnání s projekty TEN-T jsou projekty financované podle programu Marco Polo méně nákladné a čas jejich realizace je kratší. Vybudování železničního tunelu např. přes Pyreneje by trvalo minimálně 15 let a stálo by několik miliard EUR v porovnání s námořní dopravou spolufinancovanou v rámci projektu mořské dálnice, který je financován z programu Marco Polo.V Poznámky k článkůmČlánek 1 podrobně vysvětluje hlavní cíl programu. Článek je téměř shodný s článkem 1 současného nařízení. Uvádí se v něm však, že na ekologicky přijatelnější způsoby by se mělo převést „pokud možno víc“ než je očekávaný roční celkový nárůst mezinárodní silniční nákladní dopravy.Článek 2 uvádí definice nejpoužívanějších pojmů nařízení. Hlavní změny nalezneme v definicích, které se týkají nových akcí „mořské dálnice“ a akcí „k zamezení dopravy“.Článek 3 se zabývá geografickou oblastí působnosti programu. Tentokrát jasně stanoví, že i země, které nejsou členskými státy ani kandidáty na přístup, se mohou účastnit programu, za předpokladu, že sousedí s Evropskou unií a uzavřely příslušné dohody.Článek 4 definuje oprávněné žadatele a je totožný s článkem 4 stávajícího nařízení.Článek 5 uvádí pět oprávněných akcí. Kromě dvou nových typů akcí je třeba věnovat zvláštní pozornost zprostředkujícím akcím na trhu železniční dopravy. Současné typy akcí jsou ponechány téměř beze změny. Jak vysvětluje čl. 5 odst. 6, technické podmínky financování, rozsah a intenzita dotací, trvání kontraktu a prahové hodnoty a závazky týkající se šíření jsou stanoveny v příloze I nařízení, vycházejí ve značné míře ze stávajícího programu. Příloha II, také uvedená v čl. 5 odst. 6, objasňuje podmínky financování doplňkové infrastruktury.Článek 6 vysvětluje, že podrobná pravidla předkládání a výběru projektů musí vydat Komise s cílem umožnit potřebnou flexibilitu a úpravu pravidel.Článek 7 objasňuje úlohu státní pomoci a financování z programu Marco Polo.Článek 8 a článek 9 se týká předkládání a vyhodnocování návrhů ve výběrových kolech.Článek 10 se odvolává na postup Řídícího výboru, standardní pravidla práce ve výborech pro řízení programu.Článek 11 uvádí finanční referenční částku na nejbližší finanční výhledy. Na základě důkladného posouzení předběžného hodnocení se navrhuje částka 740 milionů EUR na sedmileté období 2007–2013, což odpovídá přibližně 106 milionům EUR ročně.Článek 12 stanoví celkovou částku na doprovodná opatření a nezávislé vyhodnocení realizace nařízení.Článek 13 podrobně vysvětluje pravidla na ochranu finančních zájmů Společenství.Článek 14 podrobně vysvětluje informační povinnosti Komise vůči výboru, a také navrhuje, aby Komise předložila hodnotící zprávu současného programu Marco Polo I do 30. června 2007.Článek 15 stanoví zrušit nařízení č. 1382/2003, právní základ pro program Marco Polo od roku 2003. Toto nařízení má očekávanou životnost do roku 2010 ( viz článek 1 nařízení č. 1382/2003). S cílem zabránit nesrovnalostem, pokud jde o uplatnitelný nástroj po 31. prosinci 2006, je třeba zrušit nařízení č. 1382/2003 ode dne uplatnitelnosti nového nástroje, kterým je 1. leden 2007. V souladu se všeobecnými právními zásadami se budou akce financované podle nařízení č. 1382/2003 dále řídit pravidly a nástroji uvedeného nařízení, a to i tehdy, když bude jejich operační a finanční životnost prodloužená na období následující po 31. prosinci 2006.Článek 16 upravuje vstup nařízení v platnost. S cílem zabránit současné účinnosti nařízení č. 1382/2003 a nového nástroje, která by znesnadňovala jeho uplatňování, musí být vstup v platnost nového nástroje časově sladěná se zrušením nařízení č. 1382/2003. Článek 16 proto stanoví, že nové nařízení vstoupí v platnost dne 1. ledna 2007.PŘÍLOHAPřIDANÁ HODNOTA SPOLEčENSTVÍ, SUBSIDIARITA A PRPORCIONALITA- Jaké jsou hlavní cíle plánovaného opatření ve vztahu k závazkům Společenství?Dopravní politika Společenství podle čl. 71 odst. 1 písm. c) Smlouvy zahrnuje opatření na zlepšení bezpečnosti dopravy a přijetí jakéhokoliv jiného příslušného ustanovení. Kromě toho na základě článku 2 a čl. 3 odst. 1 písm. 1) Smlouvy má Společenství povinnost podporovat zlepšování kvality životního prostředí pomocí environmentální politiky.Cílem plánovaného opatření je bojovat proti silničním dopravním zácpám a zlepšovat účinnost nákladního dopravního systému v oblasti životního prostředí účinnějším využíváním pobřežní plavby, železnic a vnitrozemských vodních cest. Plánované opatření by mělo minimálně pomoci s převodem celkového očekávaného zvětšujícího se nárůstu mezinárodní silniční nákladní dopravy do oblasti pobřežní plavby, železnice a vnitrozemských vodních cest. To přispěje k zvýšené bezpečnosti dopravy a k lepší účinnosti celého dopravního systému v oblasti životního prostředí.- Patří toto opatření do výhradní oblasti pravomoci Společenství nebo je to pravomoc sdílená s členskými státy?Podle čl. 71 odst. 1 Smlouvy je pravomoc sdílená spolu s členskými státy. Čl. 80 odst. 2 tvoří právní základ potřebný k zahrnutí námořního odvětví do programu.- Jaký je rozsah problému v rámci Společenství?Dopravní zácpy způsobované silniční nákladní dopravou představují problém, kterému v různém rozsahu čelí všechny členské státy. Vysoké procento silniční nákladní dopravy, přibližně 20 %, představuje mezinárodní doprava. Ta se také vyznačuje nejvyšším tempem růstu. Problémy související s neustále vzrůstající mezinárodní silniční nákladní dopravou nemohou členské státy optimálně vyřešit vlastními silami. Ve skutečnosti mají projekty, které jsou mezinárodně orientovány a řízeny mezinárodními konsorcii, daleko větší možnost dosáhnout těžkého a trvale udržitelného převodu na jiný druh dopravy, kterého je třeba z hlediska vyváženého dopravního systému v Evropské unii. Vnitrostátní opatření dosáhnou svých limitů mnohem rychleji a jednoduše tak neumožní docílit podobného účinku. Tento problém má tedy zcela jasný rozsah v rámci celého Společenství.Plánované opatření také předpokládá finanční podporu projektům zaměřeným na snížení tržních překážek. Přispívá tak k dosažení vnitřního trhu pro odvětví dopravy.Je třeba vytvořit praktický nástroj na úrovni Společenství s cílem zabezpečit, aby v rámci své konkurenceschopnosti netrpěly pobřežní plavba, železnice a vnitrozemské vodní cesty skutečností, že silniční nákladní doprava nehradí náklady v plné výši, v jaké je vytváří pro společnost.- Nemůže být hlavních cílů odpovídajícím způsobem dosaženo členskými státy?Snížení silničních dopravních zácep mohou členské státy odpovídajícím způsobem docílit pouze na čistě vnitrostátní či regionální úrovni. Členské státy však nemohou dostačujícím způsobem dosáhnout snížení úrovně dopravních zácep způsobovaných mezinárodní silniční nákladní dopravou. Na tomto místě je tedy třeba iniciativy Společenství. Pokud se podpora mezinárodní nesilniční nákladní dopravy ponechá na samotných členských státech, hrozí velké nebezpečí nepřijatelného narušení hospodářské soutěže vyplývající z nekoordinovaného a možného dvojího financování.- Které řešení je účinnější – to, kterého se dosáhne prostředky Společenství, či to, kterého se dosáhne vnitrostátními prostředky? Jakou specifickou přidanou hodnotou přispívá plánované opatření Společenství a jaké by byly náklady v případě nepodniknutí žádné akce?Jak se uvádí výše, při snižování mezinárodní silniční dopravy jsou mnohem účinnější prostředky Společenství než opatření samotných členských států. Specifickou přidanou hodnotou plánovaného opatření je, že vytvoří rámec pro dopravu a logistický průmysl pro řešení strukturálních problémů, které brání fungování vnitřního trhu dopravy. Takovýto rámec nevytváří žádné jiné reálné či plánované opatření. Neexistuje žádný jiný program Společenství, který nabízí podporu zlepšení účinnosti trhu logistiky, která by vedla k lepší účinnosti dopravy v oblasti životního prostředí.Bez této intervence Společenství by se během nejbližších finančních výhledů (2007-2013) zvýšil nárůst mezinárodní silniční nákladní dopravy na evropských cestách o více než 140 miliard tunokilometrů. To také jinými slovy znamená více než 7 milionů jízd nákladních automobilů na vzdálenost 1 000 kilometrů, což je v Evropě typická vzdálenost pro mezinárodní silniční dopravu. Pokud Společenství dokáže převést tyto miliony jízd nákladních automobilů mimo silnice na základě indikovaného rozpočtu, každé euro vydané jako dotace Společenství vytvoří užitek v oblasti životního prostředí vyjádřený jako ušetřené externí náklady (znečišťování, nehodovost atd.) v hodnotě přibližně 6 EUR.- Jsou prostředky akce Společenství úměrné jejím cílům?Cílem plánovaného opatření je, v rámci trhu s přepravou nákladů a logistickými službami, přímo a okamžitě přispívat k uvolnění silničních dopravních zácep a ke zlepšení účinnosti nákladní dopravy v oblasti životního prostředí.Jaký akt je nejvhodnější pro dosažení těchto cílů? (doporučení, finanční podpora, vzájemné uznávání, právní předpisy, atd.).Finanční podpora na základě nařízení Parlamentu a Rady představuje nejvhodnější akt pro dosažení uvedených cílů. V současnosti již z velké části existuje regulační rámec trhu dopravy EU. S cílem překonat strukturální překážky na trhu je nyní třeba praktické a finanční podpory průmyslu. Dále může přizpůsobená finanční podpora zabezpečit, aby v rámci své konkurenceschopnosti netrpěly pobřežní plavba, železnice a vnitrozemské vodní cesty skutečností, že silniční nákladní doprava nehradí náklady v plné výši, v jaké je vytváří pro společnost.Jsou oblast působnosti, rozsah, trvání nebo intenzita v rámci právních předpisů větší než je zapotřebí?V porovnání se současným programem Marco Polo je oblast působnosti plánovaného nástroje rozšířena. Rozšířená základní oblast působnosti je zapotřebí k dosažení ambiciózních cílů převodu na jiný druh dopravy a nastolení trendu celkového snížení silniční nákladní dopravy. Doba trvání plánovaného opatření byla stanovena na období 2007–2013 v souladu s nejbližšími finančními výhledy.Finanční podpora Společenství musí zpravidla vycházet z nařízení Parlamentu a Rady. Plánované opatření předpokládá stanovení základních pravidel týkajících se finanční podpory, aniž by se zacházelo do podrobností. Podrobná prováděcí pravidla Komise budou vydaná v souladu s článkem 6 nařízení.2004/0157(COD)NávrhNAŘÍZENÍ EVROPSKÉHO PARLAMENTU A RADYkterým se stanoví druhý program „Marco Polo“ pro poskytování finanční pomoci Společenství za účelem zlepšení vlivu systému nákladní dopravy na životní prostředí („Marco Polo II“) Text s významem pro EHPEVROPSKÝ PARLAMENT A RADA EVROPSKÉ UNIE,s ohledem na Smlouvu o založení Evropského společenství, a zejména na čl. 71 odst. 1 a čl. 80 odst. 2 této smlouvy,s ohledem na návrh Komise[2],s ohledem na stanovisko Evropského hospodářského a sociálního výboru[3],s ohledem na stanovisko Výboru regionů[4],v souladu s postupem stanoveným v článku 251 Smlouvy[5],vzhledem k těmto důvodům:Bílá kniha Komise o společné dopravní politice ze září 2001 klade důraz na rozvoj návazného užívání různých druhů dopravy jako praktického a účinného prostředku pro dosažení vyváženého dopravního systému a navrhuje rozvoj „mořských dálnic“, vysoce kvalitní integrované intermodální námořní dopravy jako důležité složky této strategie. Na svém zasedání v Göteborgu dne 15. a 16. června 2001 Evropská rada prohlásila, že jádrem strategie udržitelného rozvoje je změna poměru mezi jednotlivými druhy dopravy. Dále na svém zasedání dne 15. a 16. března 2002 Evropská rada zdůraznila nutnost omezování výskytu dopravních zácp na zúžených silnicích v několika regionech, a to zejména v Alpách, Pyrenejích a Baltském moři – znamení toho, že námořní trasy mořských dálnic jsou nedílnou a důležitou součástí transevropské dopravní sítě. Tržní program financování intermodální dopravy je ústředním nástrojem pro další rozvoj intermodální dopravy a měl by zvláště podporovat vytvoření mořských dálnic.Nebude-li přijato rozhodující opatření, vzroste do roku 2013 celková silniční nákladní doprava v Evropě o 60 %. Pro období let 2007-2013 to znamená nárůst mezinárodní silniční nákladní dopravy asi o 20,5 miliard tunokilometrů ročně pro 25 členských států Evropské unie, s negativními důsledky z hlediska nehodovosti, dopravních zácp, spolehlivosti zásobovacího řetězce a logistických postupů a škody na životním prostředí.Aby bylo možné zvládnout nárůst silniční nákladní dopravy, musí být ještě více než dosud využívána pobřežní plavba, železnice a vnitrozemské vodní cesty a je nezbytné podporovat další silné podněty z dopravního a logistického odvětví, aby se omezovaly dopravní zácpy na silnicích.Program stanovený nařízením Evropského parlamentu a Rady (ES) č. 1382/2003 ze dne 22. července 2003 o poskytování finanční pomoci Společenství za účelem zlepšení vlivu systému nákladní dopravy na životní prostředí (program Marco Polo)[6] by proto měl být rozšířen o nové akce zaměřené na skutečné omezování mezinárodní silniční dopravy. Komise proto navrhuje důraznější program, dále jen „program Marco Polo II“ nebo „program“ pro rozšíření intermodální dopravy, omezení dopravních zácp na silnicích a zlepšení vlivu systému nákladní dopravy na životní prostředí ve Společenství. Pro dosažení tohoto cíle by program měl podporovat akce na trhu nákladní dopravy, logistiky a na ostatních příslušných trzích. Měl by podporovat převod alespoň očekávaného celkového nárůstu v mezinárodní silniční nákladní dopravě, a to zejména na pobřežní plavbu, železnici a vnitrozemské vodní cesty nebo na kombinaci druhů dopravy, přičemž silniční úseky jsou co nejkratší. Současný program Marco Polo podle nařízení Rady a Parlamentu (ES) č. 1382/2003 by tedy měl být nahrazen.Program Marco Polo II bude zahrnovat různé typy akcí, které by měly přispět k měřitelné a udržitelné změně podílu jednotlivých druhů dopravy a lepší spolupráci na trhu intermodální dopravy. Jako další krok by měly akce v rámci programu Marco Polo II přispět rovněž ke skutečnému omezování mezinárodní silniční nákladní dopravy.Akce financované v rámci programu Marco Polo II musí být v zeměpisném rozsahu mezinárodní. V zájmu vyjádřit evropský rozměr akcí by projekty měly být předkládány podniky zřízenými v různých státech ve formě konsorcia předkládajícího akci.Žadatelé by měli být schopni předložit nový nebo případně stávající projekt, který je co nejlépe přizpůsoben současným potřebám trhu. Vhodné projekty by neměly být odrazovány jakoukoliv příliš strnulou definicí přípustných akcí.V některých případech může být přínos rozvíjení stávající služby přinejmenším stejný jako přínosy nového zavádění služeb, které představuje značné výdaje, přičemž za přínos se považuje další změna podílu jednotlivých druhů dopravy, kvalita, vliv na životní prostředí a životaschopnost.Aby podpora spuštění akcí převodu na jiný druh dopravy byla průhledná, objektivní a jasně vymezená, měly by být tyto akce založené na úsporách společenských nákladů vyvolaných užíváním pobřežní plavby, železniční a vnitrozemské vodní dopravy namísto samotné silniční dopravy. Z tohoto důvodu nařízení zajišťuje rámcovou částku finanční pomoci ve výši 1 EUR pro převod každých 500 tunokilometrů v silniční nákladní dopravě na jiný druh dopravy.Výsledky všech akcí dosažené v rámci programu by měly být přiměřeně rozšiřovány s cílem zajistit jejich publicitu a průhlednost.Během procesu vybírání projektu a v jeho průběhu je nezbytné zajistit, aby zvolený projekt skutečně přispíval ke společné dopravní politice a nezpůsoboval nepřijatelné narušování hospodářské soutěže. Komise by proto měla vyhodnocovat provádění obou programů. Nejpozději do 30. června 2007 by měla předložit hodnotící zprávu o výsledcích programu Marco Polo za období 2003-2006.Protože cíl programu Marco Polo II nemůže být dostatečně dosažen na úrovni členských států, a proto může být vzhledem k oblasti působení lépe dosažen na úrovni Společenství, může Společenství přijmout opatření v souladu se zásadou subsidiarity stanovenou v článku 5 Smlouvy. V souladu se zásadou proporcionality stanovenou v uvedeném článku nepřekračuje toto nařízení rámec nezbytný pro dosažení uvedeného cíle.Opatření nezbytná k provedení tohoto nařízení mají být přijata v souladu s rozhodnutím Rady 1999/468/ES ze dne 28. června 1999 o postupech pro výkon prováděcích pravomocí svěřených Komisi[7].Finanční referenční částka ve smyslu bodu 33 Interinstitucionální dohody ze dne 6. května 1999 mezi Evropským parlamentem, Radou a Komisí o rozpočtové kázni a o zdokonalení rozpočtového procesu se vkládá do tohoto nařízení na celou dobu trvání programu, aniž jsou tím dotčeny pravomoci rozpočtového orgánu definovaného Smlouvou.V zájmu ochrany kontinuity a průhlednosti programu Marco Polo by měla být stanovena přechodná ustanovení týkající se smluv a procesu vybírání projektů,PŘIJALY TOTO NAŘÍZENÍ :KAPITOLA I OBECNÁ USTANOVENÍČlánek 1 PředmětToto nařízení zřizuje finanční nástroj, dále jen „program Marco Polo II“ nebo „program“, jehož cílem je omezit dopravní zácpy, zlepšit vliv dopravního systému na životní prostředí a rozšířit intermodální dopravu a tím v období od 1. ledna 2007 do 31. prosince 2013 přispět k účinnému a udržitelnému dopravnímu systému.Článek 2 DefinicePro účely tohoto nařízení se rozumí:a) „akcí“ projekt, který je prováděný podniky a v systému silniční nákladní dopravy přispívá k omezování výskytu dopravních zácp a nebo ke zlepšení vlivu systému dopravy na životní prostředí na území členských států nebo zúčastněných států;b) „doprovodným opatřením“ opatření s cílem připravit nebo podporovat současné nebo budoucí akce, mimo jiné činnosti související s rozšiřováním, sledováním a vyhodnocováním projektů, sběrem a analýzou statistických údajů. Opatření zaměřená na obchodování s výrobky, procesy nebo službami, odbytové činnosti a propagace nejsou „doprovodnými opatřeními“;c) „pomocnou infrastrukturou“ infrastruktura, která je nezbytná a dostatečná pro dosažení cílů akcí, včetně zařízení pro nákladní a osobní dopravu;d) „zprostředkující akcí“ inovační akce zaměřená na překonání významných strukturálních překážek Společenství na trhu nákladní dopravy a narušujících účinné fungování trhu, konkurenceschopnost pobřežní plavby, železniční nebo vnitrozemské vodní dopravy nebo účinnost přepravních řetězců využívajících těchto druhů doprav, včetně úpravy nebo vytvoření nezbytné infrastruktury; pro účely této definice se „strukturální tržní překážkou“ rozumí každá překážka, která nevyplývá z prováděcích předpisů, je konkrétní, není dočasná a brání řádnému fungování řetězce nákladní přepravy;e) „všeobecnou vzdělávací akcí“ akce zaměřená na zlepšení spolupráce při optimální strukturalizaci pracovních metod a procesů v řetězci nákladní dopravy, přičemž se zohlední požadavky logistiky;f) „sousedním třetím státem“ stát, který není členem Evropské unie, nebo kandidátská země, které mají společné hranice s Evropskou unií nebo pobřežní linii uzavřeného nebo polouzavřeného moře sousedící s Evropskou unií;g) „konsorciem“ sdružení alespoň dvou podniků, které společně uskutečňují akci a sdílejí riziko s ní spojené;h) „akcí k převodu na jiný druh dopravy“ jakákoli akce, jejímž přímým a okamžitým důsledkem je převod nákladní dopravy ze silnice na pobřežní plavbu, železnici, vnitrozemské vodní cesty nebo na kombinaci jednotlivých druhů dopravy, přičemž silniční úseky jsou co nejkratší a nejedná se o zprostředkující akci;i) „akcí mořské dálnice“ inovační akce, jejímž přímým důsledkem je převod nákladní dopravy ze silnice na pobřežní plavbu nebo na kombinaci vodních či jiných druhů dopravy, přičemž silniční úseky jsou co nejkratší, včetně úpravy nebo vytvoření pomocné infrastruktury, s cílem včasného provedení velkoobjemové, často používané služby intermodální vodní přepravy, a která zahrnuje nesilniční nákladní dopravu v zázemí pro zajištění integrovaných služeb s dodávkou zboží až do domu;j) „akcí k zamezení dopravy“ inovační akce, jejímž důsledkem je začlenění dopravy do výrobní logistiky s cílem včas zabránit vysokému procentuálnímu podílu nákladní dopravy na silnicích a zároveň udržet celkovou výrobní kapacitu a výrobní pracovní síly na území Evropské unie, včetně úpravy nebo vytvoření pomocné infrastruktury a zařízení;k) „přípravným opatřením“ opatření na přípravu zprostředkující akce, akce mořské dálnice nebo akce k zamezení dopravy jako jsou technické, provozní nebo finanční studie proveditelnosti a zkoušky zařízení;l) „tunokilometrem“ přeprava tuny nákladu nebo jejího objemového ekvivalentu na vzdálenost jednoho kilometru;m) „podnikem“ subjekt zabývající se hospodářskou činností bez ohledu na právní postavení subjektu a způsob jeho financování;n) „vozovým kilometrem“ přesun nákladního vozu, naloženého nebo prázdného, na vzdálenost jednoho kilometru.Článek 3 Oblast působnosti1. Program zahrnuje akce:a) týkající se území alespoň dvou členských států nebob) týkající se území alespoň jednoho členského státu a území sousedního třetího státu.2. Týká-li se akce území třetího státu, pak náklady vzniklé na území tohoto státu nejsou programem hrazeny kromě nákladů vzniklých za okolností podle odstavců 3 a 4.3. Program je otevřen pro účast kandidátských zemí. Účast se řídí podmínkami stanovenými dohodou o přidružení uzavřenou s těmito státy a na základě pravidel stanovených v rozhodnutí, které Rada přidružení vydá pro každý zúčastněný stát.4. Program je otevřen pro účast členských států Evropského sdružení volného obchodu (ESVO) a Evropského hospodářského prostoru (EHP) a sousedních třetích států na základě dodatečných prostředků v souladu s postupy dohodnutými s těmito státy.KAPITOLA IIZPŮSOBILÍ ŽADATELÉ A AKCEČlánek 4 Způsobilí žadatelé a příjemci1. Projekty jsou zpravidla předkládány konsorciem dvou nebo více podniků zřízených alespoň ve dvou různých členských státech nebo alespoň v jednom členském státě a jednom sousedním třetím státě.2. Podniky usazené mimo jeden z účastnických států uvedených v čl. 3 odst. 3 a 4, které mohou být připojeny k projektu, nesmí být v rámci programu za žádných okolností financovány Společenstvím.Článek 5 Způsobilé akce a podmínky financování1. Způsobilé pro financování v rámci programu jsou tyto akce:a) zprostředkující akce; zvláštní pozornost si zaslouží zejména akce zaměřené na zlepšení synergie v železničním odvětví lepším využíváním současných infrastruktur;b) akce mořské dálnice; takové akce budou přednostně využívat transevropské sítě definované v rozhodnutí Evropského parlamentu a Rady č. 1692/96/ES ve znění pozdějších předpisů[8];c) akce k převodu na jiný druh dopravy a podle potřeby dodatečný převod na jiný druh dopravy vyvolaný rozvojem současné služby;d) akce k zamezení dopravy;e) všeobecné vzdělávací akce.2. Specifické podmínky financování a jiné požadavky na různé akce jsou stanoveny v příloze I tohoto nařízení. Podmínky financování pomocných infrastruktur ve smyslu čl. 2 písm. c) jsou stanoveny v příloze II tohoto nařízení.3. Prioritní politické cíle, které budou brány v úvahu při výběru zprostředkujících akcí a všeobecných vzdělávacích akcí, musí být stanoveny a případně přezkoumány v souladu s postupem podle č. 10 odst. 2.Článek 6 Podrobná pravidlaV souladu s postupem uvedeným v čl. 10 odst. 2 budou přijata podrobná pravidla pro postup předkládání a výběr akcí v rámci programu.Článek 7 Státní podporaFinanční pomoc poskytovaná Společenstvím na akce definované programem nevylučuje ty akce, kterým je poskytována státní podpora na vnitrostátní, regionální nebo místní úrovni, je-li tato podpora slučitelná s pravidly státní podpory stanovenými Smlouvou a v rámci limitů stanovených v příloze I tohoto nařízení pro každý druh akce. Celková podpora poskytnutá ve formě státní podpory a finanční pomoci poskytované Společenstvím, pokud jde o pomocnou infrastrukturu, nepřekročí 50 % způsobilých nákladů.KAPITOLA III PŘEDKLÁDÁNÍ A VÝBĚR AKCÍČlánek 8 Předkládání akcíAkce se předkládají Komisi v souladu s podrobnými pravidly podle článku 6. Předložení musí obsahovat veškeré prvky, které Komisi umožní provést výběr v souladu s článkem 9.Článek 9 Výběr akcí – poskytnutí finanční pomociKomise vyhodnotí předložené akce. Při výběru akce pro poskytnutí finanční pomoci v rámci programu Komise zohlední:a) cíl uvedený v článku 1;b) podmínky stanovené v přílohách I a II;c) příspěvek akcí k omezování výskytu dopravních zácp;d) relativní přínos akcí pro životní prostředí, včetně jejich příspěvku k omezování negativních účinků na životní prostředí způsobených pobřežní plavbou, železniční a vnitrozemskou vodní dopravou. Zvláštní pozornost bude věnována projektům, které překračují právně závazné environmentální požadavky;e) celkové udržitelné využívání akce.Rozhodnutí o poskytnutí finanční pomoci bude přijato v souladu s postupem stanoveným v čl. 10 odst. 2.Komise o svém rozhodnutí informuje příjemce.KAPITOLA IV ZÁVĚREČNÁ USTANOVENÍČlánek 10 Výbor1. Komisi je nápomocen výbor.2. Odkazuje-li se na tento odstavec, použijí se články 4 a 7 rozhodnutí 1999/468/ES s ohledem na článek 8 zmíněného rozhodnutíDoba uvedená v čl. 4 odst. 3 rozhodnutí 1999/468/ES je tři měsíce.3. Výbor přijme svůj jednací řád.Článek 11 RozpočetFinanční rámec pro provádění programu Marco Polo II pro období od 1. ledna 2007 do 31. prosince 2013 je 740 milionů EUR.Roční položky jsou schvalovány rozpočtovým orgánem v rámci finančního výhledu.Článek 12 Rezerva pro doprovodná opatření a vyhodnocení programuZ rozpočtu stanoveného v tomto nařízení se na doprovodná opatření a nezávislé vyhodnocení provádění článku 5 vyčlení až 5%.Článek 13 Ochrana finančních zájmů Společenství1. Při provádění akcí financovaných podle tohoto nařízení Komise zajistí, aby byly chráněny finanční zájmy Společenství, a to použitím preventivních opatření proti podvodům, korupci a jiným protiprávním činnostem, účinnými kontrolami a vymáháním neoprávněně vyplacených částek a v případě zjištění nesrovnalostí účinnými, přiměřenými a odrazujícími pokutami v souladu s nařízením Rady (ES, Euratom) č. 2988/95 a (Euratom, ES) č. 2185/96 a podle nařízení Evropského parlamentu a Rady (ES) č. 1073/1999 .2. Pro akce Společenství financované podle tohoto nařízení znamená pojem nesrovnalost uvedený v článku 1 nařízení (ES, Euratom) č. 2988/95 jakékoli porušení právního předpisu Společenství nebo porušení smluvního závazku vyplývající z jednání nebo opomenutí hospodářského provozovatele, které by mohlo způsobit nebo způsobilo, jako neoprávněná výdajová položka, újmu souhrnného rozpočtu Společenství nebo rozpočtů řízených Společenstvím.3. Smlouvy, dohody a rovněž dohody se zúčastněnými třetími státy vyplývající z tohoto nařízení, stanoví zejména dohled a finanční kontrolu prováděné Komisí (nebo jejím zplnomocněným zástupcem) a podle potřeby audity prováděné na místě Účetním dvorem .Článek 14 Vyhodnocení1. Alespoň jednou ročně Komise informuje výbor o čerpání financí na program a poskytne nejnovější informace o stavu všech akcí financovaných v rámci programu.2. Nejpozději do 30. června 2007 Komise předloží Evropskému parlamentu, Radě, Evropskému hospodářskému a sociálnímu výboru a Výboru regionů hodnotící zprávu o výsledcích programu Marco Polo za období 2003-2006.Článek 15 ZrušeníNařízení (ES) č. 1382/2003 se zrušuje ode dne 1. ledna 2007. Smlouvy týkající se akcí podle nařízení (ES) č. 1382/2003 se musí až do svého provozního a finančního uzavření i nadále řídit těmito pravidly. Nařízením (ES) č. 1382/2003 se musí rovněž řídit celé vyhodnocení a proces vybírání projektů pro rok 2006, i když tyto procesy skončí v roce 2007.Článek 16 Vstup v platnostToto nařízení vstupuje v platnost dnem 1. ledna 2007 a použije se od uvedeného dne.Toto nařízení je závazné v celém rozsahu a přímo použitelné ve všech členských státech.V Bruselu dneZa Evropský parlament Za Radupředseda předsedaPŘÍLOHA I: Podmínky a požadavky financování podle čl. 5 odst. 2.Typ akce | A. Zprostředkující | B. Mořské dálnice | C. Převod na jiný druh dopravy | D. Zamezení dopravy | E. Všeobecné vzdělávání |čl. 5 odst. 1 písm. a) | čl. 5 odst. 1 písm. b) | čl. 5 odst. 1 písm. c) | čl. 5 odst. 1 písm. d) | čl. 5 odst. 1 písm. e) |1. Podmínky financování | a) zprostředkující akce dosáhne svých cílů nejdéle za 60 měsíců a podle realistického obchodního plánu zůstane po tomto období životaschopná; b) zprostředkující akce má na evropské úrovni inovační charakter, pokud jde o logistiku, techniku, metody, zařízení, výrobky, infrastrukturu nebo poskytované služby; c) zprostředkující akce povede ke skutečnému, měřitelnému a udržitelnému převodu dopravy ze silnice na pobřežní plavbu, železnici, vnitrozemské vodní cesty; d) zprostředkující akce navrhuje realistický plán určující specifické etapy, kterými se snaží dosáhnout svých cílů, a stanoví potřebu pomoci Komise v oblasti řízení; e) zprostředkující akce nevede, v míře poškozující společné zájmy, k narušení hospodářské soutěže na příslušných trzích, zejména mezi alternativními druhy dopravy a silniční dopravou, nebo v rámci jednotlivých druhů dopravy; f) jestliže akce spoléhá na služby poskytované třetími stranami, které nejsou účastníky konsorcia, podá žadatel důkaz o průhlednosti, objektivnosti a nediskriminujícím postupu při výběru příslušných služeb. | a) akce „mořské dálnice“ (MD) dosáhne svých cílů nejdéle za 60 měsíců a podle realistického obchodního plánu zůstane po tomto období životaschopná; b) akce MD má na evropské úrovni inovační charakter, pokud jde o logistiku, techniku, metody, zařízení, výrobky, infrastrukturu nebo poskytované služby; specifický ohled se bude brát na vysokou kvalitu služby, zjednodušené procesy, splnění bezpečnostních norem, dobrý přístup do přístavů, účinná spojení v zázemí a pružné a účinné služby v přístavech; c) cílem akce MD je podpořit velkoobjemové, často používané intermodální služby pobřežní plavby pro nákladní dopravu s možností kombinovaných služeb osobní a nákladní dopravy; akce rovněž podpoří železniční a vnitrozemské vodní spojení v zázemí; d) akce MD povede ke skutečnému, měřitelnému a udržitelnému převodu dopravy, vyššímu než předpokládané tempo růstu nákladní dopravy na silničních trasách, ze silnice na pobřežní plavbu a vnitrozemské vodní cesty; e) akce MD navrhuje realistický plán určující specifické etapy, kterými se snaží dosáhnout svých cílů, a stanoví potřebu pomoci Komise v oblasti řízení; f) akce MD nevede, v míře poškozující společné zájmy, k narušení hospodářské soutěže na příslušných trzích, zejména mezi alternativními druhy dopravy a silniční dopravou, nebo v rámci jednotlivých druhů dopravy; g) jestliže akce MD spoléhá na služby poskytované třetími stranami, které nejsou účastníky konsorcia, podá žadatel důkaz o průhlednosti, objektivnosti a nediskriminujícím postupu při výběru příslušných služeb. | a) akce k převodu na jiný druh dopravy dosáhne svých cílů nejdéle za 36 měsíců a podle realistického obchodního plánu zůstane po tomto období životaschopná; b) akce k převodu na jiný druh dopravy nevede, v míře poškozující společné zájmy, k narušení hospodářské soutěže na příslušných trzích, zejména mezi alternativními druhy dopravy a silniční dopravou, nebo v rámci jednotlivých druhů dopravy; c) akce k převodu na jiný druh dopravy navrhuje realistický plán určující specifické etapy, kterými se snaží dosáhnout svých cílů; d) jestliže akce spoléhá na služby poskytované třetími stranami, které nejsou účastníky konsorcia, podá žadatel důkaz o průhlednosti, objektivnosti a nediskriminujícím postupu při výběru příslušných služeb. | a) akce k zamezení dopravy dosáhne svých cílů nejdéle za 60 měsíců a podle realistického obchodního plánu zůstane po tomto období životaschopná; b) akce k zamezení dopravy má na evropské úrovni inovační charakter, pokud jde o začlenění výrobní logistiky do dopravní logistiky; c) cílem akce k zamezení dopravy je podpořit vyšší účinnost mezinárodní nákladní dopravy na evropských trzích, bez narušení ekonomického růstu, zaměřením se na úpravu výrobních a/nebo distribučních procesů, a tím dosáhnout kratší vzdálenosti, vyšší koeficienty nakládky, snížení běhu prázdných vozů, snížení objemu a/nebo váhy nebo dosáhnout jiný účinek vedoucí k významnému snížení nákladní dopravy na silnicích, a přitom alespoň udržet celkovou výrobní kapacitu a výrobní pracovní síly na území Evropské unie; d) akce k zamezení dopravy povede ke skutečnému, měřitelnému a udržitelnému zamezení dopravy nejméně ve výši 10 procent objemu nákladní dopravy měřeného v tunokilometrech nebo vozových kilometrech; e) akce k zamezení dopravy navrhuje realistický plán určující specifické etapy, kterými se snaží dosáhnout svých cílů, a stanoví potřebu pomoci Komise v oblasti řízení; f) akce k zamezení dopravy nevede, v míře poškozující společné zájmy, k narušení hospodářské soutěže na příslušných trzích, zejména mezi alternativními druhy dopravy a silniční dopravou; g) jestliže akce k zamezení dopravy spoléhá na služby poskytované třetími stranami, které nejsou účastníky konsorcia, podá žadatel důkaz o průhlednosti, objektivnosti a nediskriminujícím postupu při výběru příslušných služeb. | a) všeobecná vzdělávací akce povede ke zlepšení na trhu obchodních dopravních služeb, a to zejména podporou a/nebo usnadněním zamezení silniční nákladní dopravy nebo převodu nákladní dopravy ze silnice na pobřežní plavbu, železnici a vnitrozemské vodní cesty, zlepšením spolupráce a sdílením know-how a bude trvat nejdéle 24 měsíců; b) akce má na evropské úrovni inovační charakter; c) akce nevede, v míře poškozující společné zájmy, k narušení hospodářské soutěže na příslušných trzích, zejména mezi alternativními druhy dopravy a silniční dopravou, nebo v rámci jednotlivých druhů dopravy; d) všeobecně vzdělávací akce navrhuje realistický plán určující specifické etapy, kterými se snaží dosáhnout svých cílů, a stanoví potřebu pomoci Komise v oblasti řízení. |2. Výše a rozsah financování | a) Finanční pomoc poskytovaná Společenstvím na zprostředkující akce je omezena nejvýše na 35 % celkových výdajů nezbytných k dosažení cílů akce a vynaložených v důsledku akce, včetně přípravných opatření a pomocné infrastruktury. Pro finanční pomoc poskytovanou Společenstvím jsou tyto výdaje způsobilé v míře, v jaké se přímo vztahují k provedení akce. Výdaje na výběrové řízení vynaložené v den podání žádosti nebo později jsou způsobilé pro finanční pomoc poskytovanou Společenstvím, je-li dán konečný souhlas Společenství s financováním. Příspěvek na cenu movitých věcí závisí na závazku využívat tyto věci po dobu trvání pomoci, v prvé řadě pro opatření definovaná dohodou o financování. b) Podmínky financování pomocné infrastruktury jsou stanoveny v příloze II. | a) Finanční pomoc poskytovaná Společenstvím na akce MD je omezena nejvýše na 35% celkových výdajů nezbytných k dosažení cílů akce a vynaložených v důsledku akce, včetně přípravných opatření a pomocné infrastruktury. Pro finanční pomoc poskytovanou Společenstvím jsou tyto výdaje způsobilé v míře, v jaké se přímo vztahují k provedení dopravní služby. Výdaje na výběrové řízení vynaložené v den podání žádosti nebo později jsou způsobilé pro finanční pomoc poskytovanou Společenstvím, je-li dán konečný souhlas Společenství s financováním. Příspěvek na cenu movitých věcí závisí na závazku využívat tyto věci po dobu trvání pomoci, v prvé řadě pro opatření definovaná dohodou o financování. b) Finanční pomoc poskytovaná Společenstvím, kromě přípravných opatření a dopravní infrastruktury, stanovená Komisí na základě tunokilometrů převedených ze silnice na pobřežní plavbu, železnici nebo vnitrozemské vodní cesty je zpočátku stanovená na 1 EUR pro převod každých 500 tunokilometrů silniční nákladní dopravy. Tato rámcová částka může být upravena, zejména v souladu s kvalitou projektu nebo získaným skutečným přínosem pro životní prostředí. c) V souladu s postupem podle čl. 10 odst. 2 může Komise podle potřeby kdykoliv přezkoumat současný stav položek, na kterých je tento výpočet založen, a podle toho upravit částku finanční pomoci poskytované Společenstvím. d) Podmínky financování pomocné infrastruktury jsou stanoveny v příloze II. | a) Finanční pomoc poskytovaná Společenstvím na akce k převodu na jiný druh dopravy je omezena nejvýše na 35 % celkových výdajů nezbytných k dosažení cílů akce a vynaložených v důsledku akce. Pro finanční pomoc poskytovanou Společenstvím jsou tyto výdaje způsobilé v míře, v jaké se přímo vztahují k provedení akce. Výdaje na výběrové řízení vynaložené v den podání žádosti nebo později jsou způsobilé pro finanční pomoc poskytovanou Společenstvím, je-li dán konečný souhlas Společenství s financováním. Příspěvek na cenu movitých věcí závisí na závazku využívat tyto věci po dobu trvání pomoci, v prvé řadě pro opatření definovaná dohodou o financování. b) Finanční pomoc poskytovaná Společenstvím, kromě dopravní infrastruktury, stanovená Komisí na základě tunokilometrů převedených ze silnice na pobřežní plavbu, železnici nebo vnitrozemské vodní cesty je zpočátku stanovená na 1 EUR pro převod každých 500 tunokilometrů silniční nákladní dopravy. Tato rámcová částka může být upravena, zejména v souladu s kvalitou projektu nebo získaným skutečným přínosem pro životní prostředí. c) V souladu s postupem podle čl. 10 odst. 2 může Komise podle potřeby kdykoliv přezkoumat současný stav položek, na kterých je tento výpočet založen, a podle toho upravit částku finanční pomoci poskytované Společenstvím. d) Podmínky financování pomocné infrastruktury: nepoužitelné. | a) Finanční pomoc poskytovaná Společenstvím na akce k zamezení dopravy je omezena nejvýše na 35 % celkových výdajů nezbytných k dosažení cílů akce a vynaložených v důsledku akce, včetně přípravných opatření, pomocné infrastruktury a zařízení. Pro finanční pomoc poskytovanou Společenstvím jsou tyto výdaje způsobilé v míře, v jaké se přímo vztahují k provedení akce. Výdaje na výběrové řízení vynaložené v den podání žádosti nebo později jsou způsobilé pro finanční pomoc poskytovanou Společenstvím, je-li dán konečný souhlas Společenství s financováním. Příspěvek na cenu movitých věcí závisí na závazku využívat tyto věci po dobu trvání pomoci, v prvé řadě pro opatření definovaná dohodou o financování. b) Finanční pomoc poskytovaná Společenstvím, kromě přípravných opatření, dopravní infrastruktury a zařízení, je zpočátku stanovená na 1 EUR pro zamezení každých 500 tunokilometrů nebo 25 vozových kilometrů silniční nákladní dopravy. Tato rámcová částka může být upravena, zejména v souladu s kvalitou projektu nebo získaným skutečným přínosem pro životní prostředí. c) V souladu s postupem podle čl. 10 odst. 2 může Komise podle potřeby kdykoliv přezkoumat současný stav položek, na kterých je tento výpočet založen, a podle toho upravit částku finanční pomoci poskytované Společenstvím. d) Podmínky financování pomocné infrastruktury jsou stanoveny v příloze II. | a) Finanční pomoc poskytovaná Společenstvím na všeobecné vzdělávací akce je omezena nejvýše na 50 % celkových výdajů nezbytných k dosažení cílů akce a vynaložených v důsledku akce. Pro finanční pomoc poskytovanou Společenstvím jsou tyto výdaje způsobilé v míře, v jaké se přímo vztahují k provedení akce. Výdaje na výběrové řízení vynaložené v den podání žádosti nebo později jsou způsobilé pro finanční pomoc poskytovanou Společenstvím, je-li dán konečný souhlas Společenství s financováním. b) Podmínky financování pomocné infrastruktury: nepoužitelné. |3. Forma a doba trvání dohody o financování | Finanční pomoc poskytovaná Společenstvím na zprostředkující akce je poskytována na základě dohod o financování obsahujících příslušná ustanovení pro řízení a sledování. Nejdelší možná doba trvání těchto dohod je 62 měsíců. Finanční pomoc poskytovanou Společenstvím nelze prodloužit za vymezenou nejdelší možnou dobu 62 měsíců. | Finanční pomoc poskytovaná Společenstvím na akce MD je poskytována na základě dohod o financování obsahujících příslušná ustanovení pro řízení a sledování. Nejdelší možná doba trvání těchto dohod je 62 měsíců. Finanční pomoc poskytovanou Společenstvím nelze prodloužit za vymezenou nejdelší možnou dobu 62 měsíců. | Finanční pomoc poskytovaná Společenstvím na akce k převodu na jiný druh dopravy je poskytována na základě dohod o financování. Nejdelší možná doba trvání těchto dohod je 38 měsíců. Finanční pomoc poskytovanou Společenstvím nelze prodloužit za vymezenou nejdelší možnou dobu 38 měsíců. | Finanční pomoc poskytovaná Společenstvím na akce k zamezení dopravy je poskytována na základě dohod o financování obsahujících příslušná ustanovení pro řízení a sledování. Nejdelší možná doba trvání těchto dohod je 62 měsíců. Finanční pomoc poskytovanou Společenstvím nelze prodloužit za vymezenou nejdelší možnou dobu 62 měsíců. | Finanční pomoc poskytovaná Společenstvím na všeobecné vzdělávací akce je poskytována na základě dohod o financování obsahujících příslušná ustanovení pro řízení a sledování. Nejdelší možná doba trvání těchto dohod je 26 měsíců. Finanční pomoc poskytovanou Společenstvím nelze prodloužit za vymezenou nejdelší možnou dobu 26 měsíců. |4. Prahová hodnota smlouvy | Minimální rámcová prahová hodnota příspěvku na jednu zprostředkující akci je 3 000 000 EUR. | Minimální rámcová prahová hodnota příspěvku na jednu akci MD je 2 miliardy tunokilometrů převedených na jiný druh dopravy nebo úměrně k rámcové částce na euro příspěvku 4 000 000 EUR. | Minimální rámcová prahová hodnota příspěvku na jednu akci k převodu na jiný druh dopravy je 500 milionů tunokilometrů převedených na jiný druh dopravy nebo úměrně k rámcové částce na euro příspěvku 1 000 000 EUR. | Minimální rámcová prahová hodnota příspěvku na jednu akci k zamezení dopravy je 500 milionů tunokilometrů nebo 25 milionů vozových kilometrů zamezené nákladní dopravy nebo úměrně k rámcové částce na euro příspěvku 1 000 000 EUR. | Minimální rámcová prahová hodnota příspěvku na jednu všeobecnou vzdělávací akci je 250 000 EUR. |5. Rozšiřování | Výsledky a metody zprostředkujících akcí jsou rozšiřovány podle plánu rozšiřování s cílem napomáhat dosažení cílů tohoto nařízení. | Výsledky a metody akcí MD jsou rozšiřovány podle plánu rozšiřování s cílem napomáhat dosažení cílů tohoto nařízení. | Nepředpokládají se specifické činnosti rozšiřování akcí k převodu na jiný druh dopravy. | Výsledky a metody akcí k zamezení dopravy jsou rozšiřovány podle plánu rozšiřování s cílem napomáhat dosažení cílů tohoto nařízení. | Výsledky a metody všeobecných vzdělávacích akcí jsou rozšiřovány podle plánu rozšiřování s cílem napomáhat dosažení cílů tohoto nařízení. |PŘÍLOHA II: Podmínky financování pomocné infrastruktury podle čl. 2 písm. c) a čl. 5 odst. 2 nařízení1) Finanční pomoc poskytovaná Společenstvím na pomocnou infrastrukturu je způsobilá pro financování v rámci programu, jsou-li splněny tyto podmínky:a) akce vyžaduje práce na infrastruktuře pro včasné provedení dopravní služby, kterou se převádí silniční nákladní doprava na jiný druh dopravy nebo se zamezuje nákladní doprava na silnici;b) práce na infrastruktuře jsou dokončeny do 18 měsíců od zahájení akce; u akcí k zamezení dopravy může být zpoždění až 24 měsíců;c) dopravní služba nebo zamezení dopravy je zahájeno do 3 měsíců od dokončení prací na infrastruktuře; navíc u akcí k zamezení dopravy je celkové dohodnuté zamezení dosaženo v době trvání dohody o financování;d) příslušné právní předpisy Společenství, zejména s ohledem na životní prostředí, jsou dodrženy.2) Nejdelší možná doba trvání dohod uzavřených pro jednotlivé typy akcí uvedené v článku 5 může být prodloužena o dobu nezbytnou pro dokončení prací na infrastruktuře, ale v žádném případě nesmí celkově přesáhnout dobu 74 měsíců.3) Žádost o financování infrastruktury předložená v rámci tohoto programu vylučuje financování stejné položky infrastruktury z jiných programů Společenství, zejména financování v rámci rozhodnutí o obecných zásadách TEN-T.LEGISLATIVE FINANCIAL STATEMENTPolicy area: Promoting the Competitiveness, Security and Environmental Sustainability of EU Transport and Energy Network Activity: Inland, Air and Maritime Transport Policy (06 02) |TITLE OF ACTION: REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL ESTABLISHING THE SECOND “MARCO POLO” PROGRAMME FOR THE GRANTING OF COMMUNITY FINANCIAL ASSISTANCE TO IMPROVE THE ENVIRONMENTAL PERFORMANCE OF THE FREIGHT TRANSPORT SYSTEM ("MARCO POLO II") |1. BUDGET LINE(S) + HEADING(S)EX-06.0207 : Programme Marco PoloEX-06.01 04 01 : Programme Marco Polo – dépenses pour la gestion administrative2. OVERALL FIGURES2.1. Total allocation for action (Part b): € 740 million for commitment.The decision by the legislative authority is taken without prejudice of the budgetary decisions taken in the context of the annual procedure.2.2. Period of application:(2007 – 2013)2.3. Overall multiannual estimate of expenditure:a) Schedule of commitment appropriations/payment appropriations (financial intervention) (see point 6.1.1)€ millionNon-comp | Diff/ | YES | YES | YES | Heading 1A |4. LEGAL BASISArt. 71 and 80 of the EC-TreatyRegulation .... / .... of the European Parliament and of the Council, establishing the second “Marco Polo” programme for the granting of Community financial assistance to improve the environmental performance of the freight transport system ("Marco Polo II").The financial envelope of the Programme can cover also expenses related to preparatory, follow-up, monitoring, audit and evaluation actions, which are directly required for managing the Programme and for achieving its objectives, in particular, studies, meetings, information and publication actions, (expenses linked to information networks aiming at the exchange of information), as well as all other expenses for administrative and technical assistance, to which the Commission can turn to, for managing the Programme.5. DESCRIPTION AND GROUNDS5.1. Need for Community intervention5.1.1. Objectives pursuedIf nothing is done, total road freight transport in Europe is set to grow by about 60% by 2013. The effect would be an estimated growth of international road freight in the period 2007-2013 would be 20.5 billion per year for the 25 Member States of the European Union, with negative consequences in terms of accidents, congestion, reliability of the supply chain and logistics processes and environmental damage. The external costs to society and the environment of the additional 20.5 billion tonne-kilometres on roads has been estimated at nearly 1 billion € per year. This is not acceptable.Table: Forecast and target level of international road transport in EU-25 (in billion tonne-kilometres) [10] .International road transport | 696 | 717 | 737 | 757 | 777 | 798 | 819 | 840 |Off the road target | 20.2 | 20.2 | 20.2 | 20.2 | 21.0 | 21.0 | 21.0 |Coping with this growth implies using alternatives to road transport more intensively and systematically than hitherto. The Marco Polo II Programme is based, as well as its predecessor programme Marco Polo, on the Commission White Paper on Transport of 12 September 2001, but takes the concept of modal shift to less congested and more environmentally friendly modes of transport one significant step further in impact.Marco Polo II is conceived to overcome the dominant legal barrier to Community funded modal shift: the problem of undue distortion of competition apparent in non-innovative actions, such as the pure modal shift actions “just taking freight off the road without overcoming a market barrier”. Community support to such actions quickly leads to a stringent saturation effect over the lifetime of the programme, because the easy large-volume modal shift actions are proposed and funded at the first selection rounds, but then successively competition aspects only permit to fund market-niche actions. This effect makes it impossible to achieve the projected annual modal shift.The quantifiable objective of the Marco Polo II Programme is to shift at least the whole aggregate growth of international road freight transport to short sea, rail and inland waterway modes, without being inhibited by the saturation effect. In total 144 billion tonnes-kilometres in the period 2007-2013.This is achieved through two basic measures: (a) moving the centre of gravity of the programme from pure modal shift to innovative modal shift actions, and (b) introduction of traffic avoidance actions.The increase in annual budgets from EUR 25 million for Marco Polo I to EUR 106 million for Marco Polo II stems directly from (1) the overall objective for the modal shift (annually 20.5 billion tkm) and (2) the widening of EC-support for ancillary infrastructure to move the programme’s emphasis to innovative action types (incl. traffic avoidance). Concretely the Marco Polo II Programme proposes five different types of actions.The pure modal shift actions and the common learning actions are taken over from the predecessor programme without modification. The modified catalyst actions as well as the newly introduced Motorways of the Sea and traffic avoidance actions significantly enlarge and encourage variety and potential impact of innovative solutions through widening the definition of ancillary infrastructure. Effectively, the market-driven service-bound approach is maintained, while support for infrastructure works limited to implement the non-road service or totally avoid any traffic is added.In view of globalisation of the markets and in particular the importance of a seamless, efficient transport interface to the neighbour countries of the European Union the geographical scope for full participation of all close third countries is offered, subject to the conclusion of specific agreements.The five types of actions:1. Catalyst actions should tackle structural market barriers through setting up of concrete innovative services. In order to increase efficiency of infrastructure utilisation, catalyst actions aiming at achieving synergies in the rail sector deserve specific attention. Integrated freight-passenger services are eligible for support. There is Community support for ancillary infrastructure, if such works are limited to implementation of the service.2. Motorways of the Sea actions are based on the catalyst action concept, but combine it with a concrete very large modal shift objective. They focus on high quality, high frequency maritime transport with matching efficient, preferably non-road hinterland connections. There is Community support for ancillary infrastructure, if such works are limited to implementation of the service.3. Modal shift actions do not need to be innovative. They just shift freight off the road, and as much as possible. There is no Community support for any infrastructure.4. Traffic avoidance actions are also based on the catalyst action concept, combine it with a large modal shift objective, but additionally require an integrated approach to transport and production logistics. Under stringent conditions, there is Community support for ancillary infrastructure, if such works are limited to the avoidance of traffic.5. Common learning actions are concerned with improving the co-operative spirit, the sharing of know-how and the increase of knowledge in the logistics sector.The estimated effect of the different actions can be summarised as follows:[11]ACTION[12] | Immediate impact on traffic shift (< 1.5 years) | Short term effect (1.5 - 3 years) | Medium term effects (4 – 7 years) | Impact on structural change | ACTION IMPACT (max = 12) |Catalyst | LOW/ MEDIUM | MEDIIUM/HIGH | HIGH | HIGH | 10/12 |Motorways of the Sea | LOW[13]/ MEDIUM | HIGH | HIGH | HIGH | 10.5/12 |Modal shift | MEDIUM/HIGH | MEDIUM | MEDIUM/ LOW | LOW | 7/12 |Common learning | NIL/LOW | LOW/ MEDIUM | MEDIUM/ HIGH | MEDIUM/ HIGH | 7/12 |Traffic avoidance | NIL/LOW[14] | MEDIUM/HIGH | HIGH | HIGH | 9/12 |PROGRAM IMPACT (max = 15) | 6/15 | 11.5/15 | 13/15 | 12.5/15 |Long term effects (more than 7 years) are expected to be similar to medium term effects.There are basically two groups of actions: (a) high impact: catalyst, Motorways of the Sea and traffic avoidance actions with 9-10.5 points; and (b) lower impact: modal shift and common learning actions with 7 points. Modal shift actions, despite their lower overall impact, are still of great importance due to their unique feature of having an immediate impact, - an essential element of the Marco Polo intervention.As further explained below, the allocation of funding to the different intervention reflects, to a large degree, the impact they are intended to have in the market place. The saturation effect for the modal shift actions is included in the assessment.5.1.2. Measures taken in connection with the ex-ante evaluation5.1.2.1 Key features of the ex-ante evaluation:The ex-ante evaluation of the Marco Polo II Programme has been carried-out by a consortium lead by ECORYS through a designated Framework Contract on Impact Assessment and Ex-ante Evaluations of DG-TREN. The evaluation was conducted between 15 April and 15 June 2004. Two interim and the draft final report were delivered on 30 April, 13 May and 03 June 2004, respectively. Given the short project duration, a focused step-by-step approach is followed, based on a two-weekly reporting cycle, followed each time by a meeting with the Commission.The methodology of the Marco Polo II ex ante evaluation is based on the European Commission document ex-ante evaluation – a practical guide for preparing proposals for expenditure programmes. This document provides a complete overview of steps to be carried out. For specific, more in-depth guidelines on impact assessment, use is made of the document a handbook for impact assessment in the Commission – How to do an Impact Assessment.Consultants used their own databases, but have also co-operated closely with DG TREN experts involved in Marco Polo and Marco Polo related areas. All documentation and evaluations of PACT, Mini-Call for Catalyst Actions 2002 and the first selection round of Marco Polo Programme (2003-2006) were provided. A stakeholders’ consultation exercise is carried out as part of the ex ante evaluation. Main stakeholders identified are representatives of modal or sub-sector associations. An overview of all documentation and stakeholders consulted as input for the evaluation is given in the ex-ante report in Annexes 1 and 9, respectively.The ex-ante report is available on the Marco Polo website at http://europa.eu.int/comm/transport/marcopolo/index_en.htm5.1.2.2 Findings and lessons learnt from the ex-ante evaluation:The ex-ante evaluation resulted in the following main conclusions:1. To achieve the long-term key objectives of the Marco Polo programme, it is necessary to expand the scope of the Programme, with a corresponding cost-effective increase in budget.2. The Marco Polo II proposal, when reviewed against alternative instruments, has significant intrinsic strengths. Its structure, based on direct grants to companies for setting up intermodal services, viable in medium-term, is the most efficient way of public intervention for intermodal transport currently available.3. The Marco Polo II proposal is coherent with and complementary with other EU and Member States initiatives, including the Trans European Network (TEN) programme.4. Given the concrete and ascertainable objectives of the Marco Polo programme, the necessary budget can be objectively calculated and structured in a way to generate multiple benefits for society. In fact Marco Polo II provides value for money: the funding scenario favourised by the ECORYS experts, the “base case” with about 50% of the actions being of the innovative type (catalyst, Motorway of the Sea and traffic avoidance), results in EUR 5 billion of saved external cost for a programme budget of EUR 820 million, calculated over the contract duration alone. Of course viable actions will continue to save externalities beyond the end of their contract with the Community. Further benefits to society are: (a) creation of high-skilled jobs, mostly permanently bound to local infrastructure on EU-territory, (b) very large private investments in services and infrastructure through typical public-private-partnerships with the private sector being the main contributor, (c) more efficient use of energy, (d) higher utilisation factors of non-road transport infrastructure and (e) direct benefits through shifting freight off the road allowing better movement[15]of passenger vehicles – a relief to all citizens of the European Union.In the prediction of success rates for supported actions the Commission uses about 10% higher figures than the evaluators (see column 4 of table “Overview on distribution and impact of actions” in point 5.2). This permits to decrease the number of actions by 10%, which in turn decreases the budget of EUR 820 million recommended by the evaluators to EUR 740 million in the proposal. Consequently, the probability to reach the modal shift objective of 144 billion tkm is lower, but still acceptable. Any further reduction of budget would denature the proposal.5.1.2.3 Assessment of alternative delivery mechanisms:The objective of the Marco Polo II programme is to shift at least the whole aggregate growth of international road freight transport to short sea, rail and inland waterway modes, without being inhibited by the saturation effect. In total 144 billion tonnes-kilometres in the period 2007-2013. This is a quantifiable and verifiable objective.First , this objective cannot be reached by regulatory action alone. As further explained in the Explanatory Memorandum, regulatory action has made large progress in the last few years. However, it is now time to implement, in the market, the chances and opportunities resulting from the regulatory action. Again, the Explanatory Memorandum points out that given the high risks inherent to the exploitation of such opportunities, practical Community action is necessary to stimulate risk-taking.Second , in terms of type of programme, an intervention into the transport and logistics service market has to be proposed. Programmes supporting studies would not achieve such concrete and important impacts in the market. Indeed, the evaluation of the PACT programme recommended discontinuation of feasibility studies. Research and development programmes can contribute to the preparation of a better functioning of markets through development of new technologies or spreading of research results. However, R&D funding does not intervene directly in the market and can therefore not steer the action to support directly a concrete policy output, namely the shifting of 20.5 billion tonne-kilometres per year. A similar argument prevails for the utilisation of pure infrastructure funding programmes to reach the above policy objectives. First, infrastructure projects do not yield immediate results in terms of traffic shift, due to their relative long-term nature. Second, it is difficult, at this stage, to make an assessment of the concrete impact of an infrastructure on modal shift. To yield any impact, it will have to be used by transport services, which finally might not be the case, or at least not as much as predicted perhaps one decade before. This use cannot be concretely steered by the Commission, as such regulation of transport use and demand would violate fundamental principles of the market economy. Thus, a programme geared to put concrete services in the market first and then attach some support to ancillary infrastructure is the best delivery mechanism to achieve concrete modal shifts, especially when implemented as a public-private-partnership.Third , the scope and concrete mix of interventions proposed by the Marco Polo programme show clear benefits when compared with other types of possible market intervention programmes for the logistics market. In the first place, its scope covers the whole of the international freight and logistics market. This assures the largest possible opportunity for modal shift. Second, by proposing five types of actions, Marco Polo also intends to cover the different needs of industry, in order to trigger the best proposals. The Explanatory Memorandum explains the differences and the linkage between the proposed actions. It is also important to see the reciprocal dynamic and the interaction between catalyst, Motorways of the Sea, modal shift, traffic avoidance and common learning actions.Thus, especially compared with PACT-like interventions, which focus on one sector of the freight market only, and only allow one type of action, or Marco Polo I which is hindered by the saturation effect for pure modal shift actions, the Marco Polo II’s mix of actions, with its emphasis on innovation, including traffic avoidance, will ensure cost effectiveness as well as optimal delivery and flexibility on the way to reach its objectives when compared to actual or possible alternatives, such as price/tax measures, pure infrastructure packages, strict legislation and pure promotion strategies. Additionally the Community subvention rate of maximum 35% was assessed to be optimal.The ex-ante report concludes in the relevant chapter 4: “Marco Polo II has been reviewed against a series of alternative delivery mechanisms and risk categories and has, as currently conceived, significant intrinsic strengths. Marco Polo II is intended as a robust, practical and focused programme, which builds on the existing Marco Polo programme and has the merit of expanded scope to achieve the key objectives.”5.1.2.4 Expected results vs. costsThe expected results of the Marco Polo programme are a yearly aggregate shift of 20.5 billion tonne-kilometre freight from international road transport to short sea, rail, inland waterway and zero-traffic (traffic avoidance). The different Marco Polo interventions should also ensure that there will be a structural change in the sector, and that the sector will, through the quality improvements induced by the programme, become more competitive and viable on a medium/long term and sustainable basis. Within the financial perspective 2007-2013, the concrete goal is to achieve at least measurable shifts of 20.5 billion tkm per year, and of 144 billion over the programme’s lifetime, in the 25 Member States.The costs to the Community budget to achieve these results are calculated to be EUR 740 million for the actions plus EUR 13 million for human resources and other administrative expenditure (see point 2.3.c). This budget is cost-effective from various points of view.Scientific evidence suggests that the yearly increase of international road freight of 144 billion tkm translates into extra costs to society of about EUR 5 billion.1 € expenditure under Marco Polo would thus generate about EUR 6 in savings on external costs (EUR 4.980 billion / 0.753 billion). Additionally, private investments of at least EUR 1.4 billion ((0.740 billion / 35 %) - 0.740 billion) are triggered. Experience with Marco Polo I indicate, that in average the 35% ceiling is not reached by far. In fact in the first selection round EUR 15 million of Community subsidies triggered an investment of about EUR 360 million, i.e. the subsidy rate was about 4 %. However, this very low percentage can not be applied directly to Marco Polo II, because of the absence of infrastructure funding under Marco Polo I.The management costs (staff, committee meetings, missions) of the Marco Polo II programme, assessed to be EUR 1.865 million per year, indicate a further improvement vis-à-vis the already very efficiently managed Marco Polo I programme when compared to the programme’s budget. Concerning the number of management staff, the Commission follows here the recommendations of the ex-ante report of 12-14 persons, adding a secretariat of 3 persons. The resulting team of about 16 permanent staff will run the programme, including the contracts.With the requested average yearly budget of Marco Polo is EUR 106 million this gives for the management costs a rate of only 1.8 %.5.1.2.5 Value added by the Community interventionIn general:As stated in the Explanatory Memorandum, Member States on their own are not able in an optimal way to encourage a further development of non-road freight transport, given that a large part of this transport is international in nature. This fact creates a need for Community intervention.The Community intervention through the Marco Polo programme presents an instrument for risk-financing and structural quality enhancement in the logistics service sector, which is otherwise not available, neither on Community, nor on Member States’ level.The Community intervention in the form of modal shift and catalyst actions creates additional added value, because the actions to be subsidised should be viable on their own after three or four years of subsidisation respectively.Finally, as explained above, the interventions under this programme should create a societal benefit in form of saved external costs.Complementarity to Trans European Networks:The Trans European Network programme focuses on the development of roads, railways, inland waterways, airports, seaports, inland ports and traffic management systems in order to strengthen the creation of the Internal Market and reinforce Economic and Social Cohesion within the Union. Marco Polo is a service-oriented programme, providing the opportunity to fund ancillary (i.e. small-scale) infrastructure that is supportive to the services, and making use of large scale infrastructure, such as developed under the Trans European Network programme. In this respect the two programmes are complementary; the Trans European networks providing the infrastructure basis that are used by the Marco Polo initiated services.Motorways of the Sea are a particular field of interest. As stated in the White Paper: ‘certain shipping links, particularly those providing a way around the bottlenecks in the Alps and Pyrenees, should be made part of the Trans European Network, just like motorways or railways’. The Trans European Network programme, on the hand, should ensure hinterland connections from and to the ports, integrating the Motorways of the Sea into the Trans European Network. On the other hand, Marco Polo, by supporting intermodal services to make use of the Motorways of the Sea, will contribute to raising a sufficient volume of traffic to validate the Motorways of the Sea.This higher utilisation argument applies also to all non-road transport infrastructure investments European and national in the Short sea shipping, rail and inland waterways sectors.The ex-ante report provides further details in chapter 5.5.2. Action envisaged and budget intervention arrangementsThe Marco Polo programme features five types of actions: modal shift actions, catalyst actions, Motorways of the Sea actions, traffic avoidance and common learning actions. The required information will be given for the five types of actions in turn:1. Catalyst actions should tackle structural market barriers through setting up of concrete innovative services. They would change the way transport is being conducted in Europe. They will be complex in nature and require more time and effort to be successful than modal shift actions. In order to increase efficiency of infrastructure utilisation, catalyst actions aiming at achieving synergies in the rail sector deserve specific attention. Integrated freight-passenger services are eligible for support. There is Community support for ancillary infrastructure, if such works are limited to implementation of the service. In terms of meeting policy objectives, catalyst actions will have the highest impact.2. Motorways of the Sea actions are based on the catalyst action concept, but combine it with a concrete very large modal shift objective. They focus on high quality, high frequency maritime transport with matching efficient, preferably non-road hinterland connections. There is Community support for ancillary infrastructure, if such works are limited to implementation of the service.3. Modal shift actions do not need to be innovative. They just shift freight off the road, and as much as possible. There is no Community support for any infrastructure.4. Traffic avoidance actions are also based on the catalyst action concept, combine it with a large modal shift objective, but additionally require an integrated approach to transport and production logistics. The frame is set to give Community support to innovative entrepreneurs to tackle the problem on how to decouple market from transport growth. Under stringent conditions, there is Community support for ancillary infrastructure, if such works are limited to the avoidance of traffic.5. Common learning actions are concerned with improving the co-operative spirit, the sharing of know-how and the increase of knowledge in the logistics sector. Though not directly shifting freight off the road, they should facilitate achieving the modal shift objective of the programme. They will be geared towards prompting replication in the market.Table: Overview on distribution and impact of actions [16]:1 | 2 | 3 | 4=(2X3) |Catalyst Actions (rail synergy) Catalyst Actions (others) Motorways of the Sea Modal Shift Actions Traffic Avoidance Common learning actions Dissemination and accompanying measures | Projects Projects Projects Projects Projects Projects Projects | 38 38 38 115 32 32 0 | 2.474 4.184 7.553 1.200 1.531 0.406 0 | 94 159 287 138 49 13 0 |TOTAL COST | 740 |If necessary explain the method of calculation7. IMPACT ON STAFF AND ADMINISTRATIVE EXPENDITURE7.1. Impact on human resourcesTypes of post | Staff to be assigned to management of the action using existing and/or additional resources | Total | Description of tasks deriving from the action |Number of permanent posts | Number of temporary posts |Officials or temporary staff | A B C | 10; out of which 2 existing 3; out of which 1 existing 3; out of which 1 existing | 0 0 0 | 10 3 3 | Selection of projects, monitoring and evaluation of catalyst, MoS, traffic avoidance and common learning actions, dissemination activities Technical contract management, monitoring of modal shift actions, database and website management Secretarial support |Other human resources |Total | 16; out of which existing | 0 | 16 |The number of staff follows directly chapter 12 of the Ex-ante Report, recommending 12 to 14 staff plus secretariat.The requirements for human and administrative resources will be covered by the allocation assigned to the managing Directorate General in the frame of the annual allocation procedure.The allocation of posts will depend partly on the internal organisation of the next Commission and partly on an eventual re-allocation of posts between services, following the new financial perspectives.7.2. Overall financial impact of human resourcesType of human resources | Amount (€) | Method of calculation * |Officials Temporary staff | 1.728.000 0 | 16 officials at standard costs 108.000 € each |Other human resources (specify budget line) | 0 |Total per year | 1.728.000 |The amounts are total expenditure for twelve months.7.3. Other administrative expenditure deriving from the actionBudget line (number and heading) | Amount € | Method of calculation |Overall allocation (Title A7) A0701 – Missions A07030 – Meetings A07031 – Compulsory committees – Advisory committee according to Art. 3 of Comitology Decision A07032 – Non-compulsory committees 1 A07040 – Conferences A0705 – Studies and consultations Other expenditure (specify) | 62.000 75.000 | 78 x 800 € 3 x 25.000 € |Information systems (A-5001/A-4300) |Other expenditure - Part A (specify) |Total per year | 137.000 |1 Specify the type of committee and the group to which it belongs.The amounts are total expenditure for twelve months.The needs for human and administrative resources shall be covered within the allocation granted to the managing service in the framework of the annual allocation procedureThe amounts are total expenditure for twelve months.I. Annual total (7.2 + 7.3) II. Duration of action III. Total cost of action (I x II) | 1.865.000 € 7 years 13.055.000 € |(In the estimate of human and administrative resources required for the action, DGs/Services must take into account the decisions taken by the Commission in its orientation/APS debate and when adopting the preliminary draft budget (PDB). This means that DGs must show that human resources can be covered by the indicative pre-allocation made when the PDB was adopted.Exceptional cases (i.e. those where the action concerned could not be foreseen when the PDB was being prepared) will have to be referred to the Commission for a decision on whether and how (by means of an amendment of the indicative pre-allocation, an ad hoc redeployment exercise, a supplementary/amending budget or a letter of amendment to the draft budget) implementation of the proposed action can be accommodated.)8. FOLLOW-UP AND EVALUATION8.1. Follow-up arrangementsFollow-up and monitoring of the five types of actions envisaged by the Marco Polo programme will be as follows:Innovative actions (catalyst, Motorways of the Sea, traffic avoidance) : The granting of subsidies to these types of action will be based on the standard subvention contract of the European Communities. The various monitoring, information and auditing provisions of this contract will fully apply.Further, the subvention contracts will also provide for steering powers of the Commission. On request of the Commission, or the beneficiaries, steering committees will be convened ad-hoc. As stated above, this close steering function will be an important feature of these innovative actions. Further, regular reporting obligations will be provided for. In line with the expected mission budget, each action will be monitored on spot several times during its life-time.The objective of these innovative actions, while more complex than the one of the (pure) modal shift actions, can be clearly described by a comparison of the existing situation and the expected situation at the end of the project. Based on this description, concrete project objectives will be agreed upon. The project plan by the beneficiary will also have to provide work packages, with concrete sub-objectives and time tables, in particular for ancillary infrastructure works, if any. This will ensure that eventual problems and delays can be detected and remedied quickly.All these actions will also feature a modal shift / traffic avoidance objective, which is easily verifiable.Commission staff will be closely involved in these projects. Depending on the specific features of the project, “accompanying measures” for dissemination or monitoring of outputs should be included in the individual project’s work plan and budget.In line with the recommendations of the external evaluation of the PACT programme and the ex-ante report of the Marco Polo II programme, post-contractual monitoring will be agreed upon, to verify the effects of the project on structural change and traffic shift / traffic avoidance after the termination of the subsidy.Modal shift actions : The granting of subsidies to this type of action will be based on the standard subvention contract of the European Communities. The various monitoring, information and auditing provisions of this contract will fully apply.Further, the subvention contracts will also provide for steering powers of the Commission. On request of the Commission, or the beneficiaries, steering committees will be convened ad-hoc. Regular reporting obligations will be provided for. In line with the expected mission budget, each modal shift action should be visited at least once in its life-time on the spot. This practice has been followed already in the PACT and Marco Polo I programmes, with good success.The objective of these modal shift actions is straightforward: shift 500 tkm per 1 € support given from road to short sea shipping, rail, or inland waterway and achieve viability within a maximum of 36 months of support. The contract will therefore contain quantified objectives, whose attainment will be easily verifiable.In line with the recommendations of the external evaluation of the PACT programme and the ex-ante report on the Marco Polo II programme, post-contractual monitoring will be agreed upon, to verify the effects of the projects in terms of traffic shift after the termination of the subsidy.Common learning actions : The granting of subsidies to this type of action will be based on the standard subvention contract of the European Communities. The various monitoring, information and auditing provisions of this contract will fully apply.Further, the subvention contracts will also provide for steering powers of the Commission. On request of the Commission, or the beneficiaries, steering committees will be convened ad-hoc. Further, regular reporting obligations will be provided for. Each common learning action should end with a work shop on the subject. This serves both dissemination purposes and a common understanding of what was achieved. Depending on the type of project, such workshops could also be an opportunity to agree of further implementation of the knowledge gained. One example could be the signing of an action plan, to be implemented under the auspices – not necessarily always with further funding – of the Commission.The objective of the common learning actions can be clearly described by a comparison of the existing situation and the expected situation at the end of the project. Based on this description, concrete project objectives will be agreed upon. The project plan by the beneficiary will also have to provide work packages, with concrete sub-objectives and time tables. This will ensure that eventual problems and delays can be detected and remedied quickly.In line with the recommendations of the external evaluation of the PACT programme and the ex-ante report of the Marco Polo II programme, post-contractual monitoring will be agreed upon, to verify whether the knowledge gained will be effectively applied in the market, and the effects of such application.8.2. Arrangements and schedule for the planned evaluationA thorough evaluation report on the Marco Polo I programme (2003-2006) is scheduled for the end of 2006, with the results being presented before 30 June 2007, according to Article 14 of the proposal (Marco Polo II). This evaluation will be able to build on information gained from four selection procedures, a number of modal shift and common learning projects already terminated, and catalyst actions already well under way.The evaluation will focus on the impact of the Marco Polo I programme in terms of traffic shift. Stimulating traffic shift is the prime of objective of the Marco Polo I programme. Besides, it will analyse the management and progress of the ongoing projects.Based on Article 12 of the proposal, additional external evaluations will be carried-out on the Marco Polo II Programme. In line with the recommendations in chapter 11 of the Ex-ante Report, such an exercise will be implemented for Marco Polo II as a Mid-Term Evaluation in 2010 and an Ex-post Evaluation in 2015.9. ANTI-FRAUD MEASURES- As the contracts for all actions envisaged will be standard subvention contracts, the generally applicable anti-fraud measures will apply.- Output will be clearly visible and measurable in all types of action. The types of subsidy will be straightforward: expenditure in investment, and costs arising from operations. These items can be verified in details, and there is enough material and knowledge through the PACT and Marco Polo I projects to make an informed assessment of the dangers of fraud.- Furthermore, especially for catalyst, Motorways of the Sea, traffic avoidance and common learning actions, monitoring will be close, and project progress will be rigorously appraised by Commission staff. Special attention will be given to the proper execution of the ancillary infrastructure works, if any.- On the spot visits will be a steady feature of all projects.- Depending on the complexity of the projects, specific monitoring tasks can be entrusted to specialised staff or outside consultants, for instance for validating business plans, viability forecasts, and other accounting problems as well as construction problems.- Like the PACT evaluation did, the external evaluation foreseen in 2006 should also evaluate the control systems and the budgetary execution of the various actions.- Like the PACT and Marco Polo I programmes, Marco Polo II will feature transparent and focussed selection procedures, based on the presentation of objective and verifiable applications. Commission staff from various departments will be evaluating the proposals. The Member States’ Committee will give an opinion on the funding proposal by the Commission. In order to further increase the transparency of the proposals, industry associations could be asked to comment on certain aspects of applications, such as their impact on competition.[1] Tunokilometr: přeprava tuny nákladu na vzdálenost jednoho kilometru.[2] Úř. věst. C [...] [...], s. [...].[3] Úř. věst. C.[...] [...], s. [...].[4] Úř. věst. C [...] [...], s. [...].[5] Stanovisko Evropského parlamentu ze dne ..., Společný postoj Rady ze dne ... a rozhodnutí Evropského parlamentu ze dne ... .[6] Úř. věst. L 196, 2.8.2003.[7] Úř. věst. L 184, 17.7.1999, s. 23.[8] Úř. věst. L 228, 9.9.1996, s.1.[9] For further information see a separate guidance paper[10] Taken from ECORYS ex-ante report, where these estimations of freight transport growth have been derived from the PRIMES model that has been presented by the European Commission in the European Energy and Transport Trends to 2030 report. The PRIMES model distinguishes 3 modes for freight transport (road, rail and inland waterways) and is one of the very few models with a wide geographical coverage (30 European countries) for freight transport forecasts.[11] Points attributed: “3” is given for high effect/impact, “2” for medium effect/impact, “1” for low and “0” for no effect/impact.[12] Impact of action type averaged over lifetime of the programme, i.e. including saturation effect.[13] Low immediate impact due to infrastructure works preceding start of service.[14] No or low immediate impact due to infrastructure works preceding traffic avoidance.[15] Better movement of passenger vehicles if compared to a situation without a Marco Polo II programme.[16] Figures given for total programme lifetime 2007-2013, except for column 2.[17] For further information, see separate explanatory note.