About us


AERQUADRI, Via Ravenna 14, I – 00161 ROMA, Italy

Federmanager, Via Ravenna 14, I – 00161 Roma, Italy

CFE – CGC TRANSPORT, 59 rue du rocher, 75008 – Paris, France

Danish Engineers’ Association, Sankt Annæ Plads 16, 1250 Copenhagen K, Denmark


Executive board:


Philippe Queune



General Secretary

Innocenzo D’Emiliano




Claire Hèléne Lucas



Treasurer deputy

Pierre Maupoint de Vandeul



Vice President Road

Philippe Queune



Vice President Maritime

Søren Nim Larsen



Vice President Air (civil aviation)

Stefania Golinelli



Vice President Railway



Vice President Urban



Vice President Logistic Sector

Carlo Mearelli



1. auditor

Sabrina Mazzocchi



2. auditor

Jean-Emmanuel Crepin






Claire Hèléne Lucas



Vice President Maritime

Søren Nim Larsen




General Secretary

Innocenzo D’Emiliano



Created in 1970 Fédération Internationale des Cadres des Transports (FICT) is an association with Managerial staff and Executives’ professional organizations in the domains of transport: railway, road, maritime, air, urban and auxiliaries of transport.

FICT is one of the organizations member in the European Confederation of the Executives and Managerial staff (CEC) which is seated in Brussels.

FICT is seated in Paris but also in Copenhagen where the President office is located.

It is consisted of 4 organizations (associations, syndicates or unions) Executives and Managerial staff of the sector of transport and counts more than 6 000 members. These organizations members have residence in France, Denmark, and Italy. Most of these are signers of agreements in their countries.



The FICT it’s:

Representation of the interests of the affiliated organizations and their members in all the European organizations in which we have members and where the profession is concerned.

Study of the problems of transport under the technical, security, economic, social and environmental aspects.

Contacts with other social partners, organizations, authorities as for example the European Union (Commission) and political responsible leaders.

Participation in meetings organized by international organizations.

Air (civil aviation)

Of all forms of transport, air travel has seen by far the most impressive growth in the European Union over the last twenty years.

In terms of passenger-kilometres, traffic increased by an average of 7.4% a year between the year 1980 and 2001, while traffic at the airports of the 15 Member States increased five-fold since 1970.

Despite the impact on air transport of the 11th of September terrorist attack it’s expected that the traffic trend will recover in the coming years.

Following the major crisis which hit the industry in the early 90s, efforts to restructure and deregulate the European market have enabled airlines to operate successfully again.

However, there is another side to the coin: the boom in air travel is exacerbating problems relating to the saturation levels reached at airports and the overloaded air traffic control system.

Airlines complain about the fragmentation of European airspace, which, they say, leads to inefficiency and major delays.

Each year Europe’s airports come closer to the limits of their capacity. Some of the major airports have already reached saturation point, thus limiting access for new companies wishing to compete with the well-established carriers.


Rail transport: a fascinating phenomenon

Much has been written about railways, and that’s fully understandable and justified. It is a phenomenon that has a rich, diverse history and continues to determine in its current form many different aspects of our daily life.

The current railways are the results of a long and fascinating development that started in the first half of the 19th century with the construction of the first railway link between Stockton and Darlington in England. It has continued to evolve into the complex rail system as we know it nowadays.
As railways played a crucial role in the development of national economies, the solutions adopted for technological and organizational problems, which arose over the years, primarily met national requirements. This has lead to a sector with many common features between the rail systems, but even with more different aspects, and it has lead to a situation in which the European railway systems and the rail markets merely consisted of a patchwork of badly interconnected national systems.

The basic principle of rail transport is the same everywhere: transport of goods or passengers over iron rails, but in Europe, there exist different gauge widths, different systems for the supply of electrical current, differences in maximum axle loads for wagons and locomotives; major differences in the organization of the rail traffic management systems; differences in requirements for staff and so on. Running train services from one Member State to another is possible, but the differences in the rail systems account for significant delays at border crossings and therefore extra costs, which has made this mode of transport less competitive than transport by road for example…


By virtue of its geography, its history and, nowadays, of globalisation, the European Union is still very dependent on maritime

Over 90% of its external trade and some 43% of its internal trade goes by sea; more than 1 billion tonnes of freight a year are loaded
and unloaded in EU ports.

Maritime companies belong to European Union nationals control one third of the world fleet, and some 40% of EU trade is carried on
vessels controlled by EU interests.

The maritime transport sector – including shipbuilding, ports, fishing and related industries and services – employ around 2.5 million people in the European Union.

As in air, road and river transport, in maritime transport too the process of liberalisation and opening up national markets to competition within the EU is almost complete.

Regretably this necessary process has not been enough to slow the steady drift of the EU fleet towards “flags of convenience”, countries which are far more attractive to shipowners than Europe in terms of taxation, social legislation and safety or environmental standards.

As regard more mainly the freight sector, the European Union decided on two lines of action:

– to devise a global strategy to make the EU fleet competitive again, by means of “positive measures”.
– to improve on-board safety and environmental protection through strict enforcement of international standards within the EU.


Since freedom of movement for both persons and goods is one of the major issues for the European Union, the need for an efficient and safe transport system – in particular for road transport – is a prerequisite for a fair European integration. All users of the road transport system should also benefit from harmonised conditions, be they private users, customers or commercial hauliers.

In September 2001 the Commission adopted a White Paper on the European Transport Policy which describes what has been achieved so far both at the Union and the Member State levels and what should be done in the near future.

Broadly speaking, the development of road transport in the EU15 can be summarised by a few figures :

the global distance travelled by all road vehicles has tripled over the last three decades ;

there were 469 private cars per thousand persons in the year 2000 compared to only 232 in 1975 ;

the volume of road freight haulage grew by 34% between 1991 and 2000 ;

road freight haulage made up about 75% of freight traffic within the European Union in 2000 compared to 50% in 1970 the road safety issue is still a major concern with some 40 000 fatalities a year (half the figure of 1970) and more than 1.7 million injured.

For these reasons the Commission has recently adopted a road safety action programme with a view to again reducing the number of fatalities by 50%, by the year 2010.


More than 75% of the population of the European Union lives in urban areas. Therefore urban transport accounts for a significant part of total mobility, and an even greater proportion of damage to the health of citizens and to buildings. For example, one-fifth of all EU kilometres travelled are urban trips of under 15 km. Between 1995 and 2030, total kilometres travelled in EU urban areas are expected to increase by 40%.

The car is dominant, contributing about 75% of kilometres travelled in EU conurbations. Cars cause so much congestion that, in some European cities, average traffic speeds at peak times are lower than in the days of the horse-drawn carriage. Increased car use has been accompanied by safety and environmental problems, as well as by a downward spiral of under-investment in public transport.

Urban transport contributes to global warming. More than 10% of all carbon dioxide emissions in the EU come from road traffic in urban areas which is also the main source of carbon monoxide and fine particulates in European cities. These emissions pollute the immediate area and pose serious health hazards. The Kyoto protocol calls for an 8% cut in total EU carbon dioxide by 2008–2012 with respect to 1990 levels, but if current trends continue, CO2 from transport will be some 40% higher in 2010 than it was in 1990.

The challenge for future urban transport systems will be to meet the demand for accessibility for people, including people with reduced mobility and goods, while at the same time minimising the impacts on the environment while safeguarding the quality of life.