Mots clé policies integration; inter-institutional cooperation; sustainable transport; subsidies; modal split

Rail transport refers to the land transport of passengers and goods on railways or railroads. The share of rail transport in both passenger and goods transport has been declining for many years in most European countries in spite of transport policy objectives aspiring to increase its market share, particularly for long-distance goods transport. Nevertheless, rail transport accounts today for around 16.4% of total goods transport by land and for only around 6.8% in passenger traffic in the EU. In EECCA countries these shares are much higher and in the order of up to 90% for long-distance goods transport, but probably also declining.

The promotion of rail transport is a priority in the strategy of many countries to relieve the pressure from the overburdened road network and to reduce polluting emissions. Particularly for long distance transport (beyond 500 km) and for high traffic volumes railways can generally offer environmental advantages compared to road transport. The competitiveness of railways (road haulage being the benchmark), particularly on those international transport markets that are attractive for railways, needs to be further enhanced by market liberalization, adequate investments in railway infrastructure and rolling stock as well as by enhancing technical and administrative interoperability among the different national railway systems.

The large majority of rail transport today is carried out by electric traction, particularly in goods transport (often more than 90%). Electricity is produced in large power plants powered to a considerable degree by water and nuclear energy. Unfortunately, emission levels of diesel rail engines, often used for inter-urban passenger and shunting operations, are still very high and alarming, particularly if occurring in urban areas. Strict and mandatory emission standards comparable to road vehicles do not yet exist for locomotives (in 2005 first such emission standards will be introduced in the EU). In urban areas vibration and noise emissions, particularly during breaking, need to be addressed by technical adjustments to rolling stock and rail infrastructure (silent trains) rather than by investing in very expensive and disturbing acoustic baffles. The introduction of specific fees for the operation of passenger and goods trains or a ban of noisy trains from noise-sensitive sections during nights or evenings should be considered.