Brussels has redefined modal shift so as to make its Marco Polo subsidy programme more attractive to industry. The new definition includes empty containers and takes into account the complete weight of loaded trucks so companies applying for subsidies are more likely to reach required truck tonne-kilometre reduction thresholds.
“The shift will include the goods transported, the intermodal transport unit plus the road vehicle, including empty intermodal transport units and empty road vehicles effectively loaded and unloaded at the beginning and the end of the multimodal journey, if these are shifted off the road too,” the definition reads.
It can be used in applications under this year’s call for proposals, which opens next month. Single companies, not just joint ventures, can apply for funding. Marco Polo managers have improved the programme’s record by adapting rules and reaching out to industry. The modal shift threshold has been substantially reduced for inland waterways projects.
The programme was over-subscribed for the first time last year and will this year have €64m ($88.2m) to hand out. To further improve accessibility a “one-stop help desk” was this week inaugurated covering both Marco Polo and a similar programme, the Trans-European Network for Transport, which has a bigger budget. The single point of contact was thought necessary because there was confusion in the industry regarding which fund did what.
Traditionally, Marco Polo has focused on operating aid while the TEN-T funding has focused on infrastructure. TEN-T funding can, however, also cover start up costs, even a small percentage of ship purchase costs. After a poor take-up, the TEN-T funding rules are also due to be changed.
“Our focus at the moment is very much on small- and medium-sized enterprises,” said Patrick Lambert, director of the Executive Agency for Competitiveness and Innovation, a European Union body.
EU funding is designed to help overcome high start-up costs without distorting competition. The amounts handed out under Marco Polo are relatively small though there are signs in Mediterranean countries of a more concerted effort to get freight off the roads and onto ships.
Italy has introduced an eco-bonus scheme whereby truckers are paid to use ferries. France and Spain, on the other hand, have decided to subsidise ferry operators directly. Both methods are viable, according to EU motorways of the sea co-ordinator Valente de Oliveira. “My main concern is to speed
up the giving of the money,” Mr de Oliveira said. “All means are good if the results are good.”
The commission held an open day in Brussels on the 10th of February, which was well attended by prospective subsidy applicants.
Source: Lloyds List, February 2010
