International Transport Danmark
ITD
ITD is a private business association for the professional transport and logistics companies.
ID: 568719341007-19
Lobbying Activity
Meeting with Asger Christensen (Member of the European Parliament) and Landbrug Fødevarer - Danish Agriculture and Food Council and
4 Nov 2024 · Animal Transport
Meeting with Marianne Vind (Member of the European Parliament, Shadow rapporteur)
5 Mar 2024 · Animal transport
Meeting with Marianne Vind (Member of the European Parliament)
8 Feb 2024 · Combined transportation
Meeting with Asger Christensen (Member of the European Parliament) and Landbrug Fødevarer - Danish Agriculture and Food Council and
8 Dec 2023 · Agriculture/Transport
Meeting with Marianne Vind (Member of the European Parliament)
21 Sept 2023 · Weights and dimension
Meeting with Marianne Vind (Member of the European Parliament)
6 Jul 2023 · Green transportation
Meeting with Erik Poulsen (Member of the European Parliament)
1 Jun 2023 · Euro7, HDV
Meeting with Christel Schaldemose (Member of the European Parliament, Shadow rapporteur)
1 Jun 2023 · euro 7 and CO2 standards for heavy duty vehicles
Meeting with Marianne Vind (Member of the European Parliament)
17 May 2023 · Green transportation
Response to Review of the CO2 emission standards for heavy-duty vehicles
13 Apr 2023
ITD er overordnet positiv overfor, at lastbilproducenter forpligtes til at leve op til CO2-emissionsmål, så alle relevante parter i transportværdikæden bidrager til EUs klimamål. Det er positivt, at Kommissionens mål tager hensyn til den usikkerhed, der er i forhold til anvendelse af de nye nulemissionskøretøjer. Branchen afventer konkrete erfaringer med at fragte forskellige godstyper på el, brint eller noget helt tredje, der endnu ikke er tilgængeligt for lastbiler. Der er derfor behov for realistiske mål, der følger erfaringer, og ITD finder det positivt, at Kommissionens udspil er endt på et reduktionsmål for 2040 på 90 % og således ikke 100 % emissionsreduktion. Det er derfor helt afgørende, at målet på 90 pct. i 2040 bevares. Målet om 45 % emissionsreduktion fra 2030, og 65 % emissionsreduktion fra 2035 vurderes som ambitiøse og kan kun nås under forudsætning af, at der implementeres drivmiddelinfrastruktur over hele Europa. Det er kun knap fire år siden, at samme forordning blev opdateret i 2019, og nu foreslås igen ændrede mål. Det er ikke hensigtsmæssigt, at CO2-emmissionsmål for nye tunge køretøjer ændres med jævne mellemrum. Branchen har brug for stabilitet og forudsigelige rammer for at kunne indrette økonomi og kørselsmønstre på en måde, som gør det muligt at nå målene. Derfor forventer ITD også, at der ikke ændres eller opdateres i den nye forordning inden 2035. Det er positivt, hvis forslaget på sigt kan bidrage til at øge storskalaproduktionen af nulemissionslastbiler, så prisen kan komme ned, hvilket vil være afgørende for mange transportvirksomheders økonomiske overlevelse i lyset af de mange klimaafgifter branchen belastes af økonomisk (f.eks. EUs CO2-fortrængningsafgift og EUs kvotehandelssystem for vejsektoren) foruden høje energipriser. Til slut skal det understreges, at ITD overordnet er positiv overfor EU-klimamål, da de kan skabe ens vilkår på tværs af lande og skabe sikkerhed om retningen for investeringer. Men vi kan dog ikke understrege nok, at mål og beslutninger for den grønne omstilling af den tunge vejgodssektor bliver nødt til at tage hensyn til den usikkerhed, der er forbundet med anvendelse af de nye nulemissionskøretøjsteknologier. Den manglende drivmiddelinfrastruktur i EU og manglen på tilstrækkelig produktion og forsyning af grønne drivmidler gør det umuligt at skifte vognparken ud til nulemissionskøretøjer, hvis der ikke skabes sikkerhed omkring forsyning. Vi mener derfor også, at Kommissionen har et ansvar for at inddrage data og erfaringer i deres politiske målsætninger, og ikke alene basere mål og internationale aftaler på visioner og ønsker for en grøn transportsektor. Tak for muligheden for at give feedback. ITD står naturligvis til disposition ved ønske om yderligere dialog om ovenstående.
Read full response10 Jan 2023
ITD takker for muligheden for at komme med feedback til Kommissionens forslag. I ITD har vi længe arbejdet aktivt med den grønne omstilling, og vi støtter Europa-Kommissionens målsætning om at mindske udledningen af drivhusgasemissioner og samtidig sikre et velfungerende transportsystem på tværs af Europa. Derfor savner vi i forslaget fokus på samspillet mellem jernbane og andre transportformer herunder vejgodstransporten. En af måderne, til at opnå CO2-reduktioner i transportsektoren, er nemlig ved at finde det optimale miks mellem de forskellige transportformer. Dog oplever vi et uforståeligt stort fokus på udvidelsen af jernbanerne med argumentet om, at der heri kan opnås en større klimagevinst. Flere undersøgelser viser nemlig det stik modsatte. CO2-udledningerne i forbindelse med anlæggelsen af nye jernbaner har traditionelt været undervurderet, samtidig med at potentialet for modalskifte overvurderes. Historisk set er der siden begyndelsen af 1990erne blevet investeret mere end 100 milliarder euro i at styrke jernbanen og sikre et modalskifte. Det er bl.a. sket under Marco Polo-programmet, Shift2Rail, ligesom langt størstedelen af CEF-midlerne er blevet tildelt jernbanerne. De mange penge og den lille effekt af investeringerne har derfor ført til, at det har været en vanvittig dyr og dårlig løsning til at sikre mere bæredygtig transport i EU. På trods af de store investeringer står vejtransport i dag for en større del af transporten i EU, end den gjorde i starten af 1990erne. I dag foregår mere end tre fjerdedele af al transport inden for EU ad vej. Meget af dette kunne have været undgået, hvis man for længe siden var stoppet med at se på de forskellige transportformer som hinandens konkurrenter og i stedet for fokusere på dem, som dele af et samlet transportsystem, der skal spille sammen. På baggrund af dette håber ITD, at Kommissionen i sit forslag vil sætte fokus på alle transportformer herunder vejgodstransporten. ITD står naturligvis til disposition ved ønske om yderligere dialog i henhold til ovenstående.
Read full responseResponse to Cyber Resilience Act
23 May 2022
ITD - Brancheorganisation for den danske vejgodstransport har vedhæftet et høringssvar til Europa-Kommissionens forslag om at oprette en cyberrobustheds-retsakt, der skal regulere digitale produkter og systemtjenester.
Read full responseResponse to Evaluation and revision of the Weights and Dimensions Directive
17 Feb 2022
A better utilization of the load capacity has several positive effects in the form of reduced CO2 emissions, less congestion and increased efficiency. In Denmark, the sector greenhouse gas emissions have been kept a stable level since 1990, despite significant increases in transport demand – by large made possible due to a national efficiency effort with increased load capacity initiatives at the centre.
However, the current EU weight and dimensions regulation prevents an optimal utilisation of trucks in Europe today. ITD therefore welcomes a revision based on the four objectives and the possible policy measures presented in the Commission evaluation paper, which we believe would greatly increase the efficiency and flexibility within the sector if implemented. We are particularly pleased with the recognition of the reduction potential for increased usage of European Modular Systems (EMS) in international transport.
In extension it should be emphasised that the weights and dimensions rules not only need to clarify the current EU rules, but also examine the introduction of a harmonised EU legal framework based on mutual recognition of national conditions without hampering or replacing national rules. This should be a guiding principle for any potential changes made to the common legal framework.
The revision therefore needs to acknowledge the strive to increase efficiency and reduce energy consumption by allowing heavier and longer trucks at a national level with special reference the conditions in the Nordic Countries. In addition, comparable regulations in set countries have made it possible for cross border use of heavier and longer combinations without unnecessary administrative burdens or limitations, including but not limited to EMS. Already existing arrangements needs to be safeguarded as well as any future potential transnational agreements such as double-trailer transports.
As stated above, ITD is pleased with the comprehensive list of possible policy measures. However, despite the non-exhaustive character of the measures it insufficiently addresses the reduction potential in increasing the total permissible length outside the area of EMS and the initiatives already presented under policy option i) Aligning the maximum weights and dimensions to the most common limits currently allowed. ITD would like to take the opportunity to recommend the following for consideration towards the public consultation later this year, even though it is uncertain what concrete initiatives are covered by several of the policy measures at this stage.
Policy option a) and b) should not only focus on weight and zero-emission technologies:
- Allow one-meter increased length on vehicles with alternative driveline and zero-emission vehicles: The total permissible length for combinations consisting of tractor and semi-trailer increased to 17.5 meters for trucks powered by fuels and technologies that provide a sustainable alternative for diesel, and which requires more space on the truck. At the same time, we propose that the allowed coupling length should be up to 5.5 meters (instead of 4,5 meters) for a truck powered by other fuels and technologies that provide a sustainable alternative to diesel and requires more space on the truck.
Additional measures under policy option i):
- Allow two-meter increased length of combinations with loading crane: By increasing the length of combinations with a loading crane to 18,5 meters it would be possible to use standard full-length semi-trailers (13,6 meters) instead of special produced short semi-trailers. Full-length semi-trailers with steerable axles will possible live up to the EU turning radius.
- Increase total permissible length of rigid truck-trailer combinations equipped with loading crane: Rigid truck-trailer combinations equipped with a loading crane (for example rear-mounted) maximum length 20.75 meters.
Read full responseResponse to Updating the list of infringements which may lead to the loss of good repute by the road transport operator
4 Nov 2021
ITD represents Danish Transport and Logistics companies engaged in national and international transport. We support harmonization of road transport legislation and enforcement within the EU. The current single market for road transport is characterized by fragmentation, which is derived from different interpretations and uneven enforcement of the common rules. The Mobility Package aims to reduce fragmentation, but its success will depend on the level of enforcement.
In this regard ITD support a new common formula to be used by all national authorities and in all EU to rate the risk of road transport companies, which may lead to the loss of good repute.
A revision of the current system is required. In general, all sanctions should be proportionate, transparent, and fair regardless of which state the infringement occurred in and/or where the control took place. Member States must ensure a uniform control, and the Commission needs tools to be able to monitor this.
In Denmark data on control has been requested from the Danish Road Transport Authority repeatedly, however the Authority have not been able to procure the requested data, which means that it is almost impossible to assess how the current system functions and how the provisions on good repute is being enforced in Denmark.
Furthermore, we have some concern about the proposal in the sense that it may lead to a rigid system. Currently we experience discrimination in control of different companies, as the risk rating formula does not sufficiently distinguish between infringements that are fraudulent and infringements caused by human error. Infringements such as falsification and manipulation must be categorized as “most serious infringements”, while there needs to be room for infringements based on unfortunate mistakes. This entails that companies are allowed to dispute a certain rating and give a statement and/or provide documentation that can affect the rating.
In the proposal we don’t see an adequate justification that explains why the usage of a smart tachograph should mean a positive impact on the risk rating of a company. The tachograph is an enforcement tool that does not have linkage to good repute. Already it has been decided to retrofit all vehicles, which should be a sufficient tool to ensure usage of a smart tachograph.
Risk rating formula
At first glance it seems wrong that there is no discount in the Risk Rating Factor “R” when a company has zero violations. Zero violations leads to ∑I = 0. In an example where ∑I = 0 it thereby seems that the risk rating formula doesn’t function correctly. Furthermore it is our opinion that it is somewhat strange that the Risk Rating Factor “R” decreases when “r” increases. It leads to a situation, where you need to have committed violations before you are able to receive a “bonus” in the calculation.
We propose a more balanced approach between roadside checks and checks at the premises. At roadside checks violations are taken fully into account when detected, however if there are none it is registered as a “0”.
It should be possible to get a lower risk rating based on zero violations instead of time being the only tool to lower the risk rating of a company. Both roadside checks with zero violations and checks at the premises without violations should bring down the risk rating.
Read full responseResponse to Common risk rating formula for road transport undertakings
18 Oct 2021
ITD represents Danish Transport and Logistics companies engaged in national and international transport. We support harmonization of road transport legislation and enforcement within the EU. The current single market for road transport is characterized by fragmentation, which is derived from different interpretations and uneven enforcement of the common rules. The Mobility Package aims to reduce fragmentation, but its success will depend on the level of enforcement.
In this regard ITD support a new common formula to be used by all national authorities and in all EU to rate the risk of road transport companies, which may lead to the loss of good repute.
A revision of the current system is required. In general, all sanctions should be proportionate, transparent, and fair regardless of which state the infringement occurred in and/or where the control took place. Member States must ensure a uniform control, and the Commission needs tools to be able to monitor this.
In Denmark data on control has been requested from the Danish Road Transport Authority repeatedly, however the Authority have not been able to procure the requested data, which means that it is almost impossible to assess how the current system functions and how the provisions on good repute is being enforced in Denmark.
Furthermore, we have some concern about the proposal in the sense that it may lead to a rigid system. Currently we experience discrimination in control of different companies, as the risk rating formula does not sufficiently distinguish between infringements that are fraudulent and infringements caused by human error. Infringements such as falsification and manipulation must be categorized as “most serious infringements”, while there needs to be room for infringements based on unfortunate mistakes. This entails that companies are allowed to dispute a certain rating and give a statement and/or provide documentation that can affect the rating.
In the proposal we don’t see an adequate justification that explains why the usage of a smart tachograph should mean a positive impact on the risk rating of a company. The tachograph is an enforcement tool that does not have linkage to good repute. Already it has been decided to retrofit all vehicles, which should be a sufficient tool to ensure usage of a smart tachograph.
Risk rating formula
At first glance it seems wrong that there is no discount in the Risk Rating Factor “R” when a company has zero violations. Zero violations lead to ∑I = 0, which is shown in the Excel file that is part of the consultation, where a calculation is exemplified. In an example where ∑I = 0 it thereby seems that the risk rating formula doesn’t function correctly. Furthermore, it is our opinion that it is somewhat strange that the Risk Rating Factor “R” decreases when “r” increases. It leads to a situation, where you need to have committed violations before you are able to receive a “bonus” in the calculation.
We propose a more balanced approach between roadside checks and checks at the premises. At roadside checks violations are taken fully into account when detected, however if there are none it is registered as a “0”.
It should be possible to get a lower risk rating based on zero violations instead of time being the only tool to lower the risk rating of a company. Both roadside checks with zero violations and checks at the premises without violations should bring down the risk rating.
Read full responseResponse to New EU urban mobility framework
25 May 2021
ITD – Association for the Danish road transport of goods welcomes the initiative from the Commission as we acknowledge the need for a harmonized approach to reduce the negative external cost linked to congestion, air pollution, noise, traffic safety etc.
However, representing Danish road transport companies ITD encourage the Commission to be aware of the importance of efficient urban logistics. Cities are completely dependent on commercial vehicles to move goods in, out and around urban areas. Unfortunately, we have seen cities around Europe increasingly introducing uncoordinated access schemes that does not distinguish between private and commercial vehicles. For the transport operators this causes legal uncertainty and operational challenges.A new urban mobility framework must ensure that regulation does not establish unnecessary barriers for commercial vehicles. Regulatory schemes must be transparent and based on an impact assessment including a detailed cost-benefit analysis. Regulatory changes must be discussed with mobility and logistics operators in due time before implementation to account for fleet renewal and investments in new technology. Furthermore, schemes should be technology neutral targeting specific outcomes rather than the technology used itself.
A new urban mobility framework must address the need to develop harmonized standards for urban access restrictions to prevent a patchwork of multiple solutions in different cities. The standard must be established on a digital basis and take new technologies into account.
This is especially true in the case of environmental zones, where transport companies are subjected to a wide range of different registration and labelling schemes across the continent. ITD is fully aware that the competence to regulate this area lies with the individual member state, however, ITD urges the EU to engage in effort to increase coordination and share best practices, particular regarding digital solutions. ITD therefore welcomes the fact that the EU plans to strengthening the involvement of Member States and building better continuous dialogue with cities/regions and stakeholders on all urban mobility issues.
The same can be said about reaping the benefits of digitalization for sustainable urban mobility and ensuring competitiveness and technological leadership of European digital mobility services while considering the impact on jobs and working conditions. ITD sees technological and digital leadership in transport as a key area of focus.
Furthermore, we agree that the transport sector is undergoing a rapid transformation due to the COVID-19 crisis and increasing e-commerce. ITD recommends that the EU launch an investigation into the impact that increased e-commerce has on the transport sector and city-logistic i.e., environmental issues, congestion, safety etc.
Finally, ITD supports the efforts to improve urban road safety, in particular for vulnerable road users, aiming to eliminate fatalities on city streets. At a national level ITD is already deeply involved in road safety issues, especially with our campaign to decrease right turn accidents, and the EU has already made necessary safety-adjustments to the regulation on vehicle technologies with support from ITD.
Read full response