Table of contents 1.Introduction – Purpose and Scope of the Evaluation 2.Background to the intervention 2.1. Context and scope of the 2011 White Paper 2.2. General and specific objectives 2.3. Baseline and points of comparison 3.Implementation / state of Play 3.1. Single European Transport Area 3.2. Investments into research and infrastructure 3.3. Low-emission mobility 4.Method 4.1. Short description of methodology 4.2. Data collection and analysis 4.3. Limitations and robustness of findings 4.3.1. Desk research 4.3.2. Field research 5.Analysis and answers to the evaluation questions 5.1. Effectiveness 5.2. Efficiency

5.3. Relevance 5.4. Coherence 5.5. EU added value 6.Conclusions Annex 1: Procedural information Annex 2: The ten headline goals of the White Paper Annex 3: Intervention logic of the White Paper 2011 Annex 4: Stakeholder consultation Annex 5: Methods and analytical models Annex 6: Evaluation matrix Annex 7: Direct and indirect relevance of action points to the White Paper objective Glossary Term or acronym Meaning or definition BEV Battery electric vehicle CEF Connecting Europe Facility CEN & CENELEC European Committee for Standardization (CEN) & European Committee for Electrotechnical Standardization (CENELEC) CORSIA Carbon Offsetting and Reduction Scheme for International Aviation EAFO European Alternative Fuels Observatory ECAC European Civil Aviation Conference ECTRI European Conference of Transport Research Institutes EEA European Environment Agency ECAC European Civil Aviation Conference ECTRI European Conference of Transport Research Institutes EGNOS European Geostationary Navigation Overlay System ERTMS European Rail Traffic Management System ETCS European Train Control System (signalling) EU ETS EU Emission Trading System GHG Greenhouse gas GSM-R Global System for Mobile Communications – Railway or GSM-Railway is an international wireless communications standard for railway communication and applications. ICAO International Civil Aviation Organization ILO International Labor Organization IMO International Maritime Organization INEA Innovation and Networks Executive Agency IPCC Intergovernmental Panel on Climate Change ITS Intelligent Transport Systems (for road transport) MaaS Mobility as a service (A type of service that through a joint digital channel enables users to plan, book, and pay for multiple types of mobility services. The concept describes a shift away from personally-owned modes of transport and towards mobility provided as a service.) NAIADES Navigation And Inland Waterway Action and Development in Europe PHEV Plug-in hybrid electric vehicle PPP Public Private Partnership RIS River Information System SDGs Sustainable Development Goals SESAR Single European Sky Air Traffic Management Research (component of innovation and deployment strategy for air traffic management) SUMP Sustainable Urban Mobility Plan TEN-T Trans-European Network for Transport (infrastructure) UITP International Association of Public Transport UN United Nations UNECE United Nations Economic Commission for Europe UNFCCC United Nations Framework Convention on Climate Change 1.Introduction – Purpose and Scope of the Evaluation Transport is a fundamental sector for and of the economy. The EU has a key role to play in designing and implementing transport policies that address the needs of a Union built on the principles of free cross-border movement of people and goods. Transport services embrace a complex network of more than a million private and public companies in the EU, employing more than 10 million people and providing goods and services to citizens and businesses in the EU and its trading partners. Transport also provides mobility for Europeans, thus contributing significantly to the free movement of people within the internal market. Efficient transport services and infrastructure are vital to exploiting the economic strengths of all regions of the European Union, to supporting the internal market and growth, and to enabling economic and social cohesion. They also influence trade competitiveness, as the availability, price, and quality of transport services have strong implications on production processes and the choice of trading partners. With such a central role, transport is by definition also inter-related with various policy areas, such as environmental and social policies. Mobility does not come free for those who use it and it is not without consequences to our society. Despite important policy measures, greenhouse gas (GHG) emissions from the EU transport sector have increased over time. Our mobility and transport causes external costs, not just in terms of CO2 emissions and pollution, but also from road crashes, noise, congestion, etc. The 2011 White Paper ‘Roadmap to a Single European Transport Area – Towards a competitive and resource efficient transport system’ has identified the need to tackle the challenge of breaking the transport system’s dependence on fossil fuel without sacrificing its efficiency and compromising mobility. As the paramount objective of European transport policy, it has set the establishment of a transport system that underpins European economic progress, enhances competitiveness and offers high quality mobility services while using resources more efficiently. The specific objectives of the White Paper are to reduce GHG emissions by 60% by 2050 compared to 1990, limit the growth of congestion and reduce oil dependency for a more sustainable transport system. The White Paper has put forward a comprehensive list of initiatives to achieve these objectives. It also has set ten goals for a competitive and resource efficient transport system, to serve as benchmarks for achieving the 60% GHG reduction objective.

The White Paper provides a framework for EU transport policy actions addressing the challenges outlined above, with a focus on reducing greenhouse gas emissions, limiting the growth of congestion and reducing fossil fuel dependency for a more sustainable transport system. The purpose of this Staff Working Document is to present the findings of the ex-post evaluation of the White Paper. While the White Paper defines a long-term vision until 2050 for the transport sector, to date, the Commission has acted upon almost all of the 40 action points of the programme and the large majority of the 132 initiatives planned have been delivered by the Commission. Considering also the various important policy, socio-economic and technological developments since 2011, it has appeared timely to carry out an evaluation of the 2011 White Paper. The results of the evaluation inform the forthcoming sustainable and smart mobility strategy of the European Commission. In particular, the results of this evaluation have fed into the analysis of the current situation and developments in EU transport carried out in the framework of the staff working document accompanying the strategy. The evaluation covers all intervention areas of the 2011 White Paper since its adoption. It looks at the identified needs for transport policy, the objectives and goals set, the proposed initiatives, reached outcomes of the initiatives under the 40 action points so far and their results, as well as the overall impact of the strategy since it was put in place. The impact and results of the strategy, until now and estimated until 2050, are assessed in view of their effectiveness, efficiency, internal and external coherence, EU added value and relevance. The geographical scope of the evaluation covers the 27 Member States of the EU. 2.Background to the intervention 2.1.Context and scope of the 2011 White Paper The SWD accompanying the White Paper has identified three main problems transport was facing in 2011: (i) an increasing oil price and persistent oil dependency, (ii) growing congestion and poor connectivity, (iii) a deteriorating climate and local environment (i.e. pollution). According to the SWD, these problems would need to be addressed in light of increasing challenges and constraints. Competition in world transport markets and equipment industry was expected to grow. Against the backdrop of tighter public budgets in the aftermath of the financial crisis of 2008/09, the already declining trend in transport infrastructure financing should further intensify. In response to these trends, the Commission has adopted on 28 March 2011 the White Paper ‘Roadmap to a Single European Transport Area – Towards a competitive and resource efficient transport system’. It sets out a strategy that aims at introducing profound structural changes to transform the transport sector. It covers four broad areas of intervention: 1.Single European Transport Area: a true internal market for rail services, completion of the Single European Sky, capacity and quality of airports, a maritime “Blue Belt” and market access to ports, a sustainable framework for inland navigation, review legislation on road haulage, multimodal transport of goods through e-Freight, a social code for road transport workers, a social agenda for maritime transport, a socially responsible aviation sector, an evaluation of the EU approach to jobs and working conditions across transport modes, air cargo and land transport security, a ‘zero-vision’ on road safety, civil aviation safety, rail safety, safer shipping, transport of dangerous goods, as well as improved passengers’ rights and awareness thereof. 2.Innovation: acceleration of the deployment of alternative fuels and vehicle technologies, and of smart solutions for multimodal traffic management and transport information systems. A more comprehensive approach to innovation will bring together planning (urban mobility plans), funding, regulatory, technical standards, behavioural aspects (e.g. vehicle labelling for emissions and efficiency, eco-driving) and infrastructure aspects. 3.Infrastructure and smart funding: creation of a ‘Core’ TEN-T Network as a backbone of a truly multimodal European network, multimodal freight corridors for sustainable and intelligent transport networks, new sources of and mechanisms for funding, smart pricing and taxation. 4.External dimension: continuation of the efforts to open international market, promote European technical standards and defend with one voice EU global business in maritime and aviation. For each of these areas, a programme is defined with 40 action points, containing specific initiatives. Typically, the proposed initiatives within each action point are of different nature, different time horizon and different economic or political relevance. On 16 June 2011, the Council, in its conclusions, has welcomed the White Paper and confirmed the objectives laid down therein for EU transport policy. On 15 December 2011, the European Parliament has adopted a resolution in which it approves the 10 goals for a competitive and resource-efficient transport system and the goals set in the White Paper for 2050 and 2030, but considers that more specific provisions are required for the period to 2020 with regard to funding and the general challenges facing transport. On 9 September 2015, the European Parliament has adopted another resolution in which it reiterates its support for the goals set out in the White Paper and its ambition of reaching a competitive and resource-efficient transport system.

2.2.General and specific objectives The general objective of the policy strategy in the White Paper, in line with the flagship initiative “Resource efficient Europe” set up in the Europe 2020 Strategy and the new Energy Efficiency Plan 2011, is to help establish a transport system that underpins European economic progress, enhances competitiveness and offers high quality mobility services while using resources more efficiently. In practice, transport has to use less and cleaner energy, better exploit a modern infrastructure and reduce its negative impact on the environment and key natural assets like water, land and ecosystems. This objective requires particular attention to the most pressing challenges faced by the transport sector according to the analysis accompanying the White Paper: vulnerability to oil price increases, growing network congestion and GHG emissions. The impact assessment accompanying the White Paper has identified three specific objectives: ·A reduction of GHG emissions that is consistent with the overall target for the EU of reducing emissions by 80-95% by 2050 compared to 1990. Transport-related emissions of CO2 should be reduced by around 60% by 2050 compared to 1990 , in line with the 2011 Roadmap for moving to a competitive low carbon economy in 2050 {COM(2011) 112}. ·A drastic decrease in the oil dependency ratio of transport-related activities by 2050. ·Limiting the growth of congestion. These specific objectives are derived from the analysis of the vision for transport by 2050 and are translating into ten headline goals (Annex 2). The latter can be considered long-term objectives for the interventions in the four broad areas of the policy strategy. They serve as benchmark for measuring the progress made in achieving the objectives of the White Paper. Some goals refer to the year 2030, others to 2050. Thus, the evaluation of the 2011 White Paper assesses the performance of the policy strategy not only with a view to the achievement of the specific objectives, but also in the light of its effect on the other elements of the broader objective of EU transport policy. A graphic representation of the intervention logic of the White Paper 2011 can be found in Annex 3. 2.3.Baseline and points of comparison The impact assessment accompanying the White Paper has shown that in the absence of additional EU level action total transport activity would continue to grow strongly, after a decrease due to the 2008-2009 financial crisis. The various transport modes have in general been expected to maintain their relative importance at EU level, with road transport maintaining its dominant role in both passenger and freight transport. Energy demand in transport has been predicted to continue to increase by 2050, driven mainly by aviation and road freight transport. At the same time, the EU transport system has been projected to remain extremely dependent on the use of fossil fuels. CO2 emissions from transport have been expected to stabilise by 2050 relative to their 2005 levels, driven by the CO2 standards in place for new passenger cars, some uptake of biofuels and electrification of road and rail transport. However, they have been projected to still be significantly higher than their 1990 levels. External costs of transport have been expected to continue growing over time. High congestion levels have been expected to seriously affect road transport in several EU countries by 2030 in the absence of effective countervailing measures such as road pricing. While urban congestion would mainly depend on car ownership levels, urban sprawl and the availability of public transport alternatives, congestion on the inter-urban network would be the result of a growing freight demand across specific corridors at their points of intersection with links serving local traffic. The impact assessment has concluded that the unsustainable features of the EU transport system were likely to worsen in a context of growing transport activity. A Baseline scenario has been developed for the purpose of the current evaluation, showing the projected developments of the EU transport system up to 2050 without the White Paper initiatives. It builds on the Baseline scenario of the impact assessment accompanying the White Paper but takes into account the revised macro-economic framework, fuel price projections and changes in technology costs. The Baseline scenario shows that despite reductions in technology costs and the revised macro-economic and fuel price framework, CO2 emissions from transport would stabilise by 2030 and increase by 4% by 2050 relative to 2010, in absence of additional policies beyond 2011. Compared to 1990, the reference year for the White Paper objectives, CO2 emissions from transport would still be 29% higher in 2050. No significant progress would take place in the oil dependency ratio by 2050 relative to 2010. The oil dependency ratio would only decrease by about 2 percentage points between 2010 and 2050.

High congestion levels are still projected by 2050 in the Baseline scenario, with delay costs expected to increase by 34% between 2010 and 2050. More details on the assumptions underpinning the Baseline scenario and its results are provided in Annex 5. 3.Implementation / state of Play As already noted in the implementation report of 2016 on the White Paper, the Commission has made significant progress since the adoption of the White Paper, having acted upon most of the 40 action points of the programme. Since then, new initiatives have followed or accompanied those defined in 2011 and they form part of the overall picture. In the last ten years, the Commission has taken several initiatives to further foster the development of the Single European Transport Area. Progress towards this goal has been made for all transport modes, for instance with the 4th Railway Package, the Blue Belt initiatives for maritime transport, the EU Aviation Strategy and the NAIADES Programme for inland waterways. Besides introducing social standards, mainly for road haulage and updating in 2018 the standards of the Maritime Labour Convention, the Commission has also supported the social dialogue through the sectoral social dialogue committees covering all transport sectors. The adoption of the European Accessibility Act should help improve the accessibility of transport services for elderly and disabled people. 3.1.Single European Transport Area The 4th Railway Package is set to complete the market opening process by dismantling the remaining legal monopolies in domestic passenger markets. It introduces the principle of competitive tendering for public service contracts and improves the way infrastructure is governed to create a non-discriminatory environment. In parallel, the Commission proposed in 2017 to amend the legislative framework applicable to rail passenger rights, where the new rules for improved passengers’ protection are expected to enter into force in early 2021. As to the passenger rights in the bus and coach sector, also the EU rules for access to the international long-distance coach market have entered into force in December 2011. While this Regulation made the rules clearer and less complex, improving enforcement and reducing unnecessary administrative burden, the internal market for buses and coaches remains incomplete. The coach sector encounters obstacles in national markets hindering the development of services, both nationally and across borders, such as discrimination in access to terminals and excessive administrative costs of entry into the national markets. To tackle these issues, the Commission has proposed in 2017 a revision of the EU legislation aiming at a major liberalisation of the bus and coach market, for which inter-institutional negotiations are still ongoing. At the same time, the Commission has proposed to revise the rules on access to the road haulage market together with the social rules for road transport and a revision of the road charging rules, including those on pricing for the use of infrastructure and the ones on electronic tolling. The new Directive on the interoperability of electronic tolls clarifies the rules and should level the playing field on the market of electronic toll provision. In addition, it will update technological requirements to today’s standards, and help Member States recover tolls unpaid by users of vehicles registered abroad. While the new rules on electronic toll collection and the revision of the internal market and social rules have been adopted by the EU legislator in April 2019 and July 2020 respectively, the proposal on road pricing rules (review of the Eurovignette Directive) is still under negotiation between the European Parliament and the Council. The revised social and market rules bring clarity on minimum standards for social protection and pay of posted workers in the road transport sector and help to eliminate illicit employment and business practices, such as letterbox companies and nomadic drivers. The newly created European Labour Authority (ELA) will be a key tool to facilitate the application and enforcement of EU rules in this area, improving the functioning of the Single Market. In the maritime sector, progress could be witnessed already before 2018 be with the entry into force of the Directive incorporating the 2006 ILO Maritime Convention in EU law, as well as the inclusion of seafarers in the scope of five EU labour Directives. Also in other sectors actions have been taken at the EU level, such as the legislation on working time for the inland waterway sector and the flight time limitations for the civil aviation sector. However, some issues still remain to be resolved. For road safety, the Commission has adopted in 2010 Road Safety Policy Orientations that have set a goal of halving the number of road fatalities by 2020 and that included a mix of initiatives, focusing on improving vehicle safety, the safety of infrastructure and road users' behaviour. Faced with stagnation in the reduction of EU-wide fatality figures, the Commission in 2018 has adopted the Road Safety Policy Framework 2021-2030 as part of the Third Mobility Package, along with a Strategic Action Plan on Road Safety, which have set a new target for 2021-30 to reduce deaths and – for the first time – serious injuries by 50%. In terms of vehicle safety, safety technologies and type-approval requirements have been significantly upgraded. Lane departure warning and advanced emergency braking for lorries have been regulated as from 2015 in the General Safety Regulation and anti-lock braking systems are mandatory for motorcycles in the EU since 2016. In 2019, the General Safety Regulation has been reviewed again , requiring cars, trucks and buses to be fitted with a range of safety technologies. The Directive on the Management of Infrastructure Safety has also been upgraded in 2019 as well as the legal framework for the training of professional drivers (2018). A package of measures on roadworthiness testing has been adopted (2014) and rules on the cross-border pursuit of road traffic offences have been introduced (2011, re-published in 2015). In the area of maritime transport the Commission has taken initiatives to consolidate the internal market for sea shipping services and better connect EU ports to create an EU maritime transport space without barriers. The establishment of a European Maritime Single Window environment, by 2025, is central to simplifying and harmonising reporting formalities, reducing administrative and custom costs, and taking full advantage of digital means to optimise logistic chains. The Combined Transport Directive is the only EU legal instrument that directly supports the shift from road freight to lower emission transport modes (inland waterways, maritime transport and rail). Over the last 25 years, the directive has helped to shift a considerable amount of freight away from road. However, shortcomings in its implementation (ambiguous language, outdated provisions and limited support measures) have diminished its impact. With a proposal in 2017, the Commission sought to simplify the rules for combined transport and to make it more attractive through economic incentives, while the overall objective remained encouraging the shift of goods from road transport to more environmentally friendly modes. However, the necessity of increasing the share in total transport of sustainable transport modes under the European Green Deal requires stronger support for multimodal solutions. The current proposal is insufficient therefore and also lacks agreement among co-legislators. Thus, the Commission has withdrawn the proposal in 2020, while envisaging to table a new proposal in 2022. In the area of air transport, the White Paper pleaded in favour of a truly seamless Single European Sky (SES) and deploy the future air traffic management system (SESAR). The Commission has proposed various legislative and regulatory initiatives since 2011 to further implement and improve the Single European Sky mechanisms. Reference is made to the recast proposal made in 2013 (SES2+) aiming to reform the SES framework, as well as the amended recast proposal put forward in 2020, inspired by the same objectives but updated compared to the initial proposal. Furthermore, the Commission has significantly reinforced its relationship with Eurocontrol over the past years including the conclusion of a High level agreement between the European Union and Eurocontrol in 2013. In 2015, the Commission adopted the EU Aviation Strategy. The strategy seeks to improve services, market access and investment opportunities with third countries, whilst guaranteeing a level playing field, reduce capacity constraints and improve efficiency and connectivity. At the same time it maintains high EU safety and security standards.

3.2.Investments into research and infrastructure Considerable investment has taken place in the EU in the FP7 and Horizon 2020 research and development programs to support progress with technological and non-technological innovation. In this context, an important role has been played both by transport collaborative Research and Innovation and related Partnerships (European Green Vehicles Initiative, Shift2Rail, SESAR, Clean Sky, Fuel Cells and Hydrogen Joint Undertaking) funded under the EU framework programmes for research and innovation. To develop the Trans-European Transport Network (TEN-T Network), the EU adopted a Regulation in 2013 providing Union guidelines which set an EU-wide framework for transport infrastructure enhancement across all Member States. They enable the coherent identification of projects of common interest and give direction to transport investment. The Regulation establishes a legally binding obligation to develop the so-called "Core" and "Comprehensive" TEN-T Networks. The TEN-T Regulation covers all transport modes and connections between them (ports, airports and other transport terminals). It sets standards and requirements to be met along the whole network, and it includes smart and innovative components to facilitate efficient infrastructure use and high-quality services. The Core Network as the strategically most important part of the TEN-T shall be completed by 2030 within the EU as well as through the extension to the neighbouring regions (following high-level agreements with European Economic Area countries, Switzerland, Eastern Partnership and Western Balkans and the ongoing preparatory work with the Southern Mediterranean partners). Along the existing part of the TEN-T, efforts are still needed to fully comply with the standards set out in the Regulation. However, significant progress has already been made so far. Along the nine Core Network Corridors, for example: 89% of the rail infrastructure is electrified. 85% of the TEN-T inland waterways meet the technical requirement of depth and bridge height and a large part of the inland waterways is equipped for the EU-wide River Information Services (RIS). 89% of the TEN-T ports are connected to the railway network. In addition, the Commission has presented in May 2018 the Communication On the road to automated mobility: An EU strategy for mobility of the future a comprehensive EU approach towards connected and automated mobility setting out a clear, forward looking and ambitious European agenda. This agenda builds on the Low-Emission Mobility Strategy and contributes to the White Paper objectives with a common vision for developing and deploying key technologies, services and infrastructure. It aims to ensure that EU legal and policy frameworks are ready to support the deployment of safe connected and automated mobility, while simultaneously addressing societal and environmental concerns which will be decisive for public acceptance. 3.3.Low-emission mobility The three key objectives of the White Paper all refer to making transport more sustainable. The Commission has adopted an Urban Mobility Package in 2013 with the intention to promote the elaboration of Sustainable Urban Mobility Plans at city level. An important milestone towards achieving the sustainability objectives of the White Paper has been the publication, by the Commission, of the European Strategy for Low-Emission Mobility in 2016. Its main elements consist in increasing the efficiency of the transport system by making the most of digital technologies, smart pricing and further encouraging greater use of more sustainable transport modes. In addition, the strategy seeks to speed up the deployment of low-emission alternative energy for transport, to remove obstacles to the electrification of transport and to accelerate the transition towards low- and zero-emission vehicles. The Commission has acted swiftly by adopting the proposals on the actions listed in the Action Plan of the strategy, notably through the adoption of the “Clean Energy for all Europeans” package in November 2016, the first Mobility Package in May 2017, the second Mobility Package in November 2017 and the third Mobility Package in May 2018. The Mobility Packages have introduced CO2 emission performance standards for cars as well as for light and heavy duty vehicles from 2025 and 2030. The same Regulations have introduced the mandatory monitoring of in-use real world fuel consumption through onboard fuel consumption monitoring systems for both light and heavy vehicles which could serve as the basis for more effective CO2 emission reductions and the foundation for “polluter pays” schemes. Finally, the Packages have contained an action plan to boost investment in alternative fuel infrastructure and develop a network of fast and interoperable recharging and fueling stations across the Union. The Commission has mobilised considerable investment of public and private market actors through the Connecting Europe Facility (CEF), the CEF blending facility and the CEF debt instrument. Whereas the Mobility Packages primarily address road and to some extent waterborne transport, the EU also employs a ‘basket of measures’ to address the environmental footprint of aviation. These comprise market-based measures (the EU Emission Trading Scheme (ETS) , CORSIA ), improvements of technology and aircraft design (collaborative aviation research, Clean Sky , CO2 standards for new aircraft), enhanced and traffic management operations (Single European Sky and the deployment of SESAR technologies). In 2018, the International Maritime Organization (IMO) has agreed to reduce total annual GHG emissions from international maritime transport by at least 50% by 2050 compared to 2008 (to be reviewed in 2023), while pursuing efforts to achieve full decarbonisation as soon as possible in this century. It also sets the goal to reduce the carbon intensity of international shipping by at least 40% by 2030, pursuing efforts towards 70% by 2050, compared to 2008. The EU is closely involved in work to develop measures for reaching these objectives at IMO level as shipping remains a fundamentally global business. In 2018, the Commission has adopted a strategic long-term vision for a climate-neutral economy by 2050 , engaging all sectors of the economy and society, to achieve the transition to a climate-neutral economy. The European Green Deal of December 2019 and the 2030 Climate Target Plan of September 2020 set a strategic framework for a climate-neutral EU economy by 2050, ensuring a just transition. To this end, the European Green Deal calls for a 90% reduction in transport emissions by 2050, in line with the analysis underpinning the long-term vision for a climate-neutral economy by 2050 and representing a different ambition compared to the GHG emission reduction goals of the White Paper. The European Green Deal also aims to protect, conserve and enhance the EU's natural capital, and protect the health and well-being of people from environment-related risks and impacts, through the zero-pollution ambition for a toxic free environment. 4.Method 4.1.Short description of methodology

This evaluation focuses on a period between March 2011 and December 2020. It looks at the extent to which the White Paper has helped the EU transport system achieve the overall goal of EU transport policy, i.e. to help establish a transport system that underpins European economic progress, enhances competitiveness and offers high quality mobility services while using resources more efficiently. It examines to what extent the White Paper succeeded in addressing the three underlying objectives: 1) reducing GHG emissions, 2) reducing the oil dependency for transport-related activities and 3) limiting the growth of network congestion. The Commission’s assessment builds on an internal analysis of action implementation; external input, such as the stakeholder consultation; and an external support study. It reflects the Commission’s ongoing work and expert views, as well as documented sources. A support study has been carried out by an external consultant to provide data collection and analysis for this evaluation. The aim of the support study has been to provide an independent evidence-based assessment of the implementation of the actions of the White Paper between 2011 and 2019. The support study has been carried out between September 2019 and December 2020. 4.2.Data collection and analysis The main research tools have included: ·Literature review to support the analysis of the evaluation questions. This has helped address evidence needs and gaps as they emerged and to extract relevant input to answer the evaluation questions. ·Data and information collected from European Commission services to establish the current status of implementation of the White Paper at EU level, including any changes and progress to date. In total, inputs covering 104 initiatives from 35 action points have been received. ·Data on the progress on the implementation of the White Paper at the Member State level (or by other actors where relevant). Data have been gathered, partially through requests to Commission desk officers, partially through two targeted online surveys among national authorities and among regional and local authorities. Targeted interviews with stakeholders from industry associations, transport service users (consumers), non-governmental organisations and international organisations, including EU institutions and bodies, have gathered input to the replies to the evaluation questions. A web-based open public consultation from July to September 2020 has gathered additional data and input from stakeholders to feed into the analysis of the evaluation. Two scenarios have been quantified to assess the impact of the White Paper policies. The model-based assessment has been carried out using the PRIMES-TREMOVE transport model. The two scenarios quantified are: ·The Baseline scenario, which denotes a possible trajectory of the EU transport system up to 2050 without additional policies assumed beyond 2011. This scenario provides an update of the Baseline scenario of the impact assessment accompanying the 2011 White Paper, taking into account the revised macro-economic framework, fuel price projections and technology costs assumptions. ·The Alternative scenario, which presents the evolution of the transport system until 2050 taking into consideration the initiatives adopted following the 2011 White Paper. The cut-off point for policy measures included in this scenario is end of 2018. It is not possible to assess with certainty which initiatives have been adopted due to the decisive impetus produced by the 2011 White Paper and which initiatives would have been adopted even in its absence. Therefore, the comparison between the “Baseline” and the “Alternative” scenario provides insights in the expected maximum impacts up to 2050 as a result of the White Paper. Key modelling results have been used to reply to the evaluation questions, for the expected impacts by 2030 and 2050. In line with the European Commission’s guidelines for evaluations, the evaluation includes an assessment of the White Paper against the Better Regulation guidelines using a number of evaluation questions, as set out in the evaluation roadmap. 4.3.Limitations and robustness of findings The methodology can be considered robust, since it relies on the triangulation of multiple sources of evidence and views with a wide set of analytical and methodological tools, including extensive desk research, data requests to various Commission services, strong stakeholder engagement through open and targeted consultations and quantitative modelling, which are considered to lead to robust findings in terms of evidence. Nevertheless, the support study has faced some limitations in the data collection, which could only partially be compensated. 4.3.1.Desk research To establish the current status of implementation of the White Paper at the EU level, including any changes and progress to date, data have been collected from European Commission services. However, some initiatives refer to areas where the EU has no regulatory competence and implementation depends on the national or subnational level, or the social partners. The collection of information concerning these initiatives has proven to be challenging. Data gaps on the implementation status have largely been filled by desk research. Due to the nature of the White Paper being a broad policy strategy, it has proven challenging in some areas to attribute clear causal effects to the White Paper, given that other initiatives and factors in other policy areas (e.g. taxation) may have had impacts on the same areas.

4.3.2.Field research Two online surveys have been developed. They have aimed at national authorities and regional, local and city authorities, respectively. These have been launched on 13 December 2019 and have remained open until 31 March 2020. Despite several reminders and contacts with umbrella organisations of regional and local authorities, only 17 responses have been received to the national authority survey and eight responses to the regional authority survey. For the national authority survey, several national authorities have provided two responses, on behalf of different ministries within the Member State. As the responses had not been coordinated, and offered differing insights, both sets of responses have been included in the analysis. The web-based open public consultation, on the other hand, has been received with a lot of interest among stakeholders, including public authorities, business organisations, trade unions and representatives of civil society and research. By the closure of the open public consultation, 684 replies have been submitted. Following the closure of the targeted consultation and open public consultation, the results were incorporated into the evaluation question responses, to ensure that the views of key stakeholder groups were accounted for in the context of the evaluation. The consultation results were used to support the development of evaluation question responses, building on the findings from the modelling activities, desk research and indicator data. 5.Analysis and answers to the evaluation questions 5.1.Effectiveness 5.1.1.Evaluation question #1: What progress has been made towards the objectives (both general and specific) and the headline goals of the White Paper? What has been the progress towards less oil-dependency, less congestion and less GHG emissions in terms of these objectives? The reply to this question assesses the progress towards the specific objectives of the White Paper of reducing GHG emissions from transport, decreasing oil dependency and limiting the growth of congestion. In addition, it evaluates the progress towards the ten headline goals set to achieve the reduction of GHG emissions from transport by 60% by 2050 compared to 1990 levels. The analysis also attempts to measure progress in the achievement of the other objectives of the White Paper in terms of competitiveness of the EU transport sector, accessibility (i.e. satisfaction of mobility needs for passengers and freights), provision and quality of transport services (i.e. offering affordable, reliable, safe and secure transport services) and minimization of the remaining external costs of transport (i.e. accidents, noise and air pollution). 5.1.1.1.What progress has been made towards the specific objective of reducing the GHG emissions from transport by 60% by 2050 compared to 1990? The overall goal set out in the White Paper is to reduce GHG emissions from transport (including international aviation but excluding international shipping) by 2050 to a level that is 60% below that of 1990. This includes the intermediate goal for 2030 of reducing greenhouse gas emissions from transport by 20% compared to 2008 levels. It is to be noted that the White Paper does not assume a linear trajectory of emission reductions, but expects increased decarbonisation efforts after 2030, cleaner and more efficient technology becoming gradually more widespread. Similarly, emissions from international shipping are to be reduced by 40% (if feasible 50%) from 2005 levels by 2050. Data from the European Environment Agency (EEA) show that in 2018 GHG emissions from transport in the EU-27 (including international aviation but excluding international shipping) have been still 32% above 1990 levels and that to meet the 60% greenhouse gas emission reduction target of the White Paper they need to fall by two-thirds by 2050. Despite a decline between 2008 and 2013, GHG emissions from the EU-27 transport sector (including aviation and excluding international shipping) have been increasing since 2014 in the context of a period of low oil prices. The trend in emissions is also in line with transport activity of both passenger and freight, which has plateaued between 2007 and 2013 and has grown up again from 2014 onwards (see Figure 1).

Figure 1: Transport activity growth 1995-2018, EU-27 Source: European Commission: EU Transport in Figures. Statistical Pocketbook 2020. Passenger transport includes passenger cars, powered two-wheelers, buses & coaches, tram & metro, railways, intra-EU air and sea. Freight transport includes road, rail, inland waterways, oil pipelines, intra-EU air and sea. In comparison to 1990 levels, GHG emissions from international aviation have more than doubled (+141%), followed by increases in international shipping (+36%) and road transport (+27%) emissions. Emissions from aviation account for about 3% of the EU’s total GHG emissions. Compared with 2005, EU-27 GHG emissions from international shipping have been 10% lower in 2018. However, they will need to decrease by at least 56% by 2050 in order to meet the White Paper goal of a 40% reduction (if feasible 50%) in emissions from 2005 levels. Figure 2: GHG emissions from transport by mode, including international bunkers: EU-27 Source: European Commission (2020): EU Transport in Figures. Statistical Pocketbook 2020. Including international bunkers and indirect CO2 but excluding LULUCF. 5.1.1.2.What progress has been made towards the specific objective of decreasing the oil dependency ratio of transport-related activities by 2050? According to Eurostat, in 2018 the EU-27 transport sector has been dependent on oil for 93% of its energy needs. Oil dependency has been slightly but gradually decreasing from 98% in 1990 and 95% in 2010. Transport remains one of the most oil dependent sectors of the economy. Gas oil and diesel oil have provided the highest share of fuels used in transport in 2018. The increase in the use of electricity and biofuels in transport has been a main determinant of the decrease in fossil fuel dependency in recent years. Biofuels have accounted for 15.5 million tonnes in 2018, with a 23% increase in the 2011-2018 timeframe. The use of electricity in transport has registered a limited growth of about 2% during the same period. 5.1.1.3.What progress has been made towards the specific objective of limiting the growth of congestion? The cities of Rome, Berlin and Paris are among the most congested cities in the EU, as reported by the 2019 INRIX Global Traffic Scorecard. In terms of hours lost yearly in congestion, the ranking places Rome first in the EU-27 (254 hours/year), followed by Paris (237 hours/year), and Berlin (154 hours/year). The 2018 Tom-Tom Traffic Index shows how congestion has generally grown globally during the last decade. The comparison with the 2013 Traffic Index shows how congestion has evolved in a sample of European cities. Only 10 out of 57 cities have somehow improved their congestion levels. On the contrary, congestion has increased on average by 5% in most of the other cities, while in Budapest, Genoa, Lisbon and Barcelona, congestion has increased by 11%. Dublin is the city that has registered by far the largest deterioration of its congestion level (16%). A 2019 study for the Commission provides estimates on overall congestion costs for road transport (passenger and freight): for the year 2016, delay costs have accounted to 228 billion euro/year. Congestion does not only affect the road sector, but also air and rail transport. In the period 2013-2015, air traffic in the continent has grown at a 5.5% yearly rate. In 2017, 1 043 million people have chosen to travel by air, a 7% increase compared to 2016. Airbus has estimated that 30 airports in Europe would have surpassed their current capacity by 2020. However, in light of the Covid-19 pandemic this estimation would need to be reviewed. Passenger traffic at selected major European airports (London Heathrow, Paris Charles de Gaulle, Frankfurt am Main, Amsterdam Schiphol, Madrid Barajas) has increased by an average 17% between 2012 and 2017. As estimated by Eurocontrol, total costs for delays in the countries of the European Civil Aviation Conference (ECAC) in 2018 have accounted to about 14.5 billion euro, mainly due to air traffic control staff shortages, capacity issues, strikes, bad weather and technical issues.

5.1.1.4.What progress has been made towards the ten headline goals of the White Paper? Goal 1: Halve the use of ‘conventionally-fuelled’ cars in urban transport by 2030; phase them out in cities by 2050; achieve essentially CO2-free city logistics in major urban centres by 2030. The number of new registered passenger cars powered by alternative fuels has been generally increasing in the EU-27 during the last years: between 2011 and 2020 (30 October) they have grown from 2.5% to 9.2% with a strongly increasing trend since 2018 especially for battery electric vehicles (BEVs) and plug-in hybrid electric vehicles (PHEVs). These figures refer to the overall fleet, independently whether the vehicles are used for urban or non-urban transport. Figure 3: Share of alternative fuel vehicles in total new passenger car registrations, EU27, 2011-2020 Source: European Alternative Fuels Observatory, AF Market Share New Registrations M1. However, alternative fuel vehicles still make up for a relatively small share of the total passenger fleet and have a lower registration rate compared to conventionally fuelled vehicles. Leaving aside the strong increase in market share of alternative fuel vehicles in 2020 (which has also been due to the decline in sales of conventional cars), in 2019, the share of alternative fuel cars in new registrations of passenger cars has ranged from 11% in the Netherlands to 0.5% in Lithuania. As regards the goal of halving the use of conventionally fuelled cars in urban transport, a majority of regional authorities surveyed in the context of the external support study have admitted not having adopted specific measures in the field since the adoption of the White Paper in 2011. Hundreds of European cities have urban vehicle access regulations. Entry can depend on vehicle emission, vehicle types and other factors. However, these entry regulations are often under the competence of local (not regional) authorities which have not been surveyed for this evaluation. More specifically, while regional authorities have admitted lagging behind (only 2 out of 8 regional authorities have registered measures to halve the number of conventionally fuelled cars in cities), a slight majority of national authorities have considered having adopted relevant measures. Cities in the EU are moving towards CO2-free city logistics, an objective that the Commission has planned to achieve by 2030. This is expressed through an increasing number of low-emission zones that are installed in cities and urban agglomerations. The number of buses that are powered with alternative fuels has increased from 3 500 in 2011 to 28 000 in 2020 in the EU (although not exclusively in urban areas). The market share of alternative fuel powered light commercial vehicles (N1) has increased from 0.7% to 2.1%. Nevertheless, urban freight transport accounts for 10% to 15% of total kilometres travelled, for about 25% of urban transport GHG emissions and 30% to 50% of all transport-related pollutants, such as particulate matter and NOx. Goal 2: Low-carbon sustainable fuels in aviation to reach 40% by 2050; also by 2050 reduce EU CO2 emissions from maritime bunker fuels by 40% (if feasible 50%). In recent years, the introduction of sustainable fuels and electro fuels have gained interest in air transport. To date, this potential remains however largely untapped as current production and use of SAF is close to 0.05% of total jet fuel consumption in the EU. Blended biofuels (a combination of kerosene and biofuels) are however only making up a very low share of total fuel uplift. In 2018, global biofuel production has accounted for 15 million litres, hence only 0.1% of total aviation fuel consumption. According to EEA data, GHG emission from international maritime transport in EU-27 have been about 8% lower in 2018 relative to 2011. However, an increase of about 9% has been registered between 2015 and 2018 due to an increase in maritime transport activity, also linked to increased trade. Emissions are consequently expected to grow also in the coming years, if global trade continues to grow after the Covid-19 pandemic. Source: European Commission (2020): EU Transport in Figures. Statistical Pocketbook 2020.

Goal 3: 30% of road freight over 300 km should shift to other modes such as rail or waterborne transport by 2030, and more than 50% by 2050, facilitated by efficient and green freight corridors. To meet this goal will also require appropriate infrastructure to be developed. Road transport continues to have the largest share of EU freight transport performance among inland transport modes. In 2018, road transport has accounted for 75% of the total inland freight transport (based on tonne-kilometres performed). The share of road has constantly increased between 2013 and 2018. By contrast, the share of rail in the inland transport performance has remained relatively stable since 2013 and below 20%. Between 2013 and 2018, the share of inland waterways in EU freight transport has constantly decreased from 7.4% to 6.0%. It should be kept in mind that the modal split and the associated shares of each transport mode are calculated with the total transport performance by the inland modes as denominator. This means that an increasing share of one mode does not necessarily express a higher transport performance for that mode. Instead, this may be a result of noticeable drops in other modes. Road transport performance has been 12.7% higher in 2018 than in 2013. In contrast, over the same period the transport performance has decreased by -11.5 % for inland waterways but has increased by 10.5% for rail. Also the overall inland freight transport performance in the EU has increased by 10.5% in 2018 compared with 2013. It appears that rail freight in the EU keeps its share in an increasing freight performance, whereas road freight benefits more from the overall performance increase. This could be due to a longer-term trend towards more flexible just-in-time deliveries and more demand for home deliveries of smaller volumes directly to end consumers. Goal 4: By 2050, complete a European high-speed rail network. Triple the length of the existing high-speed rail network by 2030 and maintain a dense railway network in all Member States. By 2050 the majority of medium-distance passenger transport should go by rail. The length of high-speed rail lines in the EU-27 has generally extended between 2010 and 2018. In specific terms, 2 634 km of new lines have been added to the 2010 European high-speed rail network reaching the length of 8 839 km in 2018. This figure shows that EU countries are seeking to reach the objective of completing a European high-speed rail network, however efforts have so far resulted in limited improvements. The network represents currently about 50% of what would be its expected length after tripling it by 2030. In the EU-27, the share of total rail passenger transport activity (in total passenger-kilometres) performed with high speed trains has only increased by 2.5 percentage points between 2011 and 2018. However, over the same period the performance of rail passenger transport in terms of passenger-kilometres travelled has increased by 11.2%, more than the average for all passenger transport modes (9.2%). The respective performance increases of passenger cars and aviation have been 7.6% and 39.1%. In the modal split for passenger transport, passenger cars are still by far the most important transport mode. Goal 5: A fully functional and EU-wide multimodal TEN-T ‘Core Network’ by 2030, with a high quality and capacity network by 2050 and a corresponding set of information services. About 126 700 line-km of Core Network infrastructure are included in the framework of the EU-wide multimodal TEN-T Comprehensive Network. According to the progress report on the implementation of the TEN-T Network in 2016 and 2017, the current state of implementation of TEN-T transport infrastructure at the level of the Core Network Corridors, in terms of compliance with the TEN-T Regulation requirements, reaches between 81% and 100% for most (ten out of 13) of the available indicators. This analysis needs to be put in the context of partly limited technical TEN-T standards compared to the real needs on the ground. To give a concrete example: for the railway infrastructure network, compliance is already reached to a large extent in terms of electrification (89%), track gauge (86%), freight line speed (86%) and freight axle load (81%), whereas freight train length (43%) and especially the deployment of the European Rail Traffic Management System (ERMTS) (11%) are still lagging behind. However, a line may be fit for 740m train length but does not have enough sidings to ensure full interoperability in practice. As for roads, the compliance with the criteria of express road/motorway is completely reached (100%). However, parts of the network may not have been maintained properly for a certain period, rendering a nominally compliant road not up to operational and safety standards. The inland waterways are almost fully compliant with respect to RIS implementation (98%). Goal 6: By 2050, connect all core network airports to the rail network, preferably high-speed; ensure that all core seaports are sufficiently connected to the rail freight and, where possible, inland waterway system. In 2017, 89% of the core maritime ports are connected to rail, while the rail connection of airports lags a bit behind at 67%.

Goal 7: Deployment of the modernised air traffic management infrastructure (SESAR) in Europe by 2020 and completion of the European Common Aviation Area. Deployment of equivalent land and waterborne transport management systems (ERTMS, ITS, SSN and LRIT, RIS). Deployment of the European Global Navigation Satellite System (Galileo). The SESAR innovation cycle is an essential component of an innovation and deployment strategy for air traffic management where new concepts flow from the definition phase to their deployment in the operational environment. Prior to 2014, the deployment of air traffic management components was done in a fragmented manner. As of 2014, major innovative air traffic management solutions with a high network value have been grouped in legally binding ‘common projects’ that are being deployed in a synchronised manner by the deployment manager and funded under the CEF programme. This new and relatively recent framework is a major step compared to past deployment initiatives. European countries (including the EU, the United Kingdom, Switzerland and Norway) have so far put in operation the European Train Control System (ETCS) on some 8 850 km of tracks, most of them equipped also with GSM-R, of which 69% belong to Core Network Corridors. This means that almost 7% of the 128 300 km of European comprehensive network are currently in operation with ERTMS technologies. In terms of waterborne transport management systems, a recent evaluation of the River Information System (RIS) Directive highlights that RIS technologies have been implemented in all relevant Member States, however with degrees of difference in relation to their conformity to the standards prescribed by the Directive. With the support of the CEF Monalisa and FP7 EfficienSea2 projects, integrated sea traffic monitoring and maritime cloud service have become operational in the Baltic Sea. In 2016, almost 99% of the EU, Norway and Switzerland land masses was covered by services offered by the European Geostationary Navigation Overlay System (EGNOS), specifically the EGNOS Safety of Life Services. Goal 8: By 2020, establish the framework for a European multimodal transport information management and payment system. In line with Directive 2010/40/EU, Member States have provided national reports on intelligent transport systems implementation. According to the reports and to national authorities, as of 2017, all 27 Member States and the United Kingdom have adopted specifications to ensure multimodal transport information and ticketing. In 2011, only 7 Member States adopted such a specification. The development and implementation of integrated ticketing schemes is still heterogeneous across Member States and may diverge significantly throughout regions of the same country. Barriers and challenges to an EU-wide integration of ticketing schemes are mainly related to data access and cooperation between stakeholders. Goal 9: By 2050, move close to zero fatalities in road transport. In line with this goal, the EU aims at halving road casualties by 2020. Make sure that the EU is a world leader in safety and security of transport in all modes of transport. The number of road deaths has decreased by 43% between 2001 and 2010 and by another 23% between 2010 and 2019. This shows that progress in reducing road fatalities in the EU has slowed down in recent years . In 2019, 22 800 people have lost their lives on EU roads and about 135 000 have been seriously injured. The mid-term goal of halving the number of road deaths between 2010 and 2020 is likely to not be met. Goal 10: Move towards full application of “user pays” and “polluter pays” principles and private sector engagement to eliminate distortions, including harmful subsidies, generate revenues and ensure financing for future transport investments. External costs of transport refer to the difference between social costs (i.e. all costs to society due to the provision and use of transport infrastructure) and private costs of transport (i.e. the costs directly borne by the transport user). The external and infrastructure costs of transport are, without policy intervention, generally not borne by the transport users and hence not taken into account when they make a transport decision. By internalising the external and infrastructure costs (i.e. making these costs part of the decision-making process) the efficiency of the transport system can be increased. This concept is at the basis of the application of the “user pays” and “polluter pays” principles. The application of the “user pays” and “polluter pays” principles is here examined through the cost coverage ratio for each mode of transport, namely how much external and infrastructure costs are covered by taxation and other charges, as calculated in the 2019 study for the Commission ‘State of play of Internalisation in the European Transport Sector’. Table 1 below compares costs (external and variable infrastructure costs) and revenues (taxes and charges) for each mode of transport in the EU (including the United Kingdom). It can be noted that internalisation of external costs is higher in rail (69%) and road transport (56%), compared to aviation (37%), inland water transport (12%) and maritime transport (4%) . Road Rail IWW Maritime Aviation External Costs €596bn €17.88bn €2.90bn €43.63bn €32.87bn Variable Infrastructure Costs €30.9bn €10.6bn €0.2bn €0.04bn €4.6bn Taxes & Charges €349.97bn €19.58bn €0.37bn €1.83bn €13.86bn Cost Coverage Ratio 56% 69% 12% 4% 37%

Source: CE Delft (2019): State of Play of Internalisation in the European Transport Sector. Congestion costs used in this table are the deadweight costs and not the total delay costs. Maritime and aviation costs only cover a sample of ports and airports. If fixed infrastructure costs are included, then road is the mode with the highest internalisation of external costs (45%). In the framework of the White Paper programme, the new Directive on interoperability of electronic toll systems is to be transposed by, and the ensuing national provisions are to apply from October 2021 and should ensure more efficient functioning of the European Electronic Toll Service, thereby reducing costs to Member States and road users. The new rules will also make the case of introducing modern and differentiated charging schemes more appealing, thus contributing to the wider application of the “polluter pays” principle. As part of the revision of the rules on road pricing (the Eurovignette Directive), the Commission has proposed to include cars, vans, buses and coaches in the scope of the Directive, extend the use of differentiated distance-based tolling, require the variation of charges based on the CO2 emissions of vehicles, and allow proportionate and non-discriminatory congestion charging. While the European Parliament has adopted its position in October 2018, Member States have note found a common position until late in 2020. 5.1.1.5.What progress has been made towards the general objectives of the White Paper in terms of helping to establish a transport system that underpins European economic progress, enhances competitiveness and offers accessible high quality mobility services while using resources more efficiently? One of the key area of intervention of the White Paper is the completion of the Single European Transport Area with a view to underpinning economic progress and making the sector more competitive. The 4th Railway Package and other initiatives in the rail sector under the White Paper have led to considerable market opening. According to the Rail Market Monitoring Report of the Commission, on average in the EU countries the market shares of competitors to the incumbent rail undertaking have increased between 2011 and 2016 from 19% to 25% for passenger rail transport and from 26% to 39% for freight rail transport. Although, for long-distance coach services, the opening to competition is less advanced, several countries in the EU have nevertheless opened their markets over the last years. The Blue Belt initiative and the European Maritime Single Window, as well as the Single European Sky initiative and the SESAR programme have considerably contributed to integrating the maritime and aviation transport markets and to reduce administrative burden for transport operators in these sectors. Evidence from the targeted stakeholder consultation show that the quality of working conditions for those employed in the transport sector is perceived as generally improved since the launch of the White Paper: out of 61 respondents, 20 noted a slight to significant improvement, 11 noted no change, 7 noted slight deterioration and 2 noted significant deterioration. Civil society and research organisations are the group of respondents with the most negative viewpoint, with none out of its 8 respondents noting an improvement, whilst national and regional authorities tend to have the most positive views. New developments like automation and digitalisation are seen as potentially heavily impacting on jobs and future working conditions in transport as new technologies can create, replace, change, facilitate and re-organise labour. This process may be reinforced by new mobility service providers with disruptive business models. Affordability of transport has not changed substantially between 2011 and 2018 in the EU-27. According to Eurostat data, the share of total household income spent on transport-related goods and services has remained basically unchanged throughout the years. Consumers’ satisfaction with rail services in the EU (with the exclusion of Malta and Cyprus, but including the United Kingdom) is high with the overall ease of buying tickets and the quality of information about timetables and platforms (respectively 75% and 74% of users in 2018 have been either satisfied or very satisfied, losing 4 and 2 percentage points compared to 2011 levels). But only 64% have been happy with the availability of tickets for journeys using several trains and 62% for journeys using several transport modes. Between 2011 and 2018, satisfaction with availability of seats, availability of parking facilities for cars and bikes at stations, cleanliness and maintenance of stations, ease and accessibility of complaint handling has been generally growing. On the other hand, users have been losing satisfaction with the quality of information on connecting services with other modes, frequency of trains, punctuality and reliability, provision of information during the journey and assistance on trains. As part of the White Paper initiatives, passenger rights are defined at EU level. The Commission has already stepped up efforts to make passenger rights clearer, and to raise awareness about these rights. According to a Eurobarometer survey, 32% of all respondents know passenger rights exist in the EU, for air, rail, coach or ship or ferry transport. The percentage of travellers who feel they have been well informed about their rights by transport companies before travelling varies by transport mode: 40% for air passengers, 29% for ship or ferry passengers, 26% for rail passengers and 26% for coach passengers. Of those who have experienced air travel disruption over the last 12 months, 53% have indicated that the airline has offered some form of help, whether passengers complained or not. Only 43% of rail passenger respondents, and 38% who had travelled by coach, ship or ferry indicated that transport companies have offered help in case of disruptions. A large majority (81%) of those who have at some point requested assistance for a person with a disability or reduced mobility declare themselves satisfied with the transport company's response. Fewer (60%) express satisfaction when more than one mode was used. Safety standards for all vehicle types have been significantly increased by the new General Safety Regulation and, combined with improvements in infrastructure safety thanks to the revised Road Infrastructure Safety Management Directive and other initiatives. This, together with other measures, should provide positive effects also in the future. The majority of stakeholders surveyed envisages progress, although limited, in the reduction of external costs to society due to transport. However, it is hard to determine the extent of the progress. This is also due to the complexity of the factors surrounding these developments. New ambitions outlined in the European Green Deal and the increased awareness of citizens could lead to significant progress by 2030. 5.1.2.Evaluation question #2: What is the expected progress by 2030 and 2050? How does this compare to what was initially expected in the impact assessment?

Specifically, to describe the expected impact of to the White Paper initiatives in combination with other EU policies in other sectors (e.g. environmental and energy policies) the external support study has modelled an ‘Alternative’ scenario, which includes policy measures adopted by the end of 2018 and quantifies their impact over time. As explained above, it is not possible to assess with certainty which initiatives have been adopted following the 2011 White Paper and which initiatives would have been adopted even in its absence. However, the comparison between the ‘Baseline’ and the ‘Alternative’ scenario provides insights on maximum expected impacts of the White Paper by 2030 and 2050 on those indicators covered by the model. Results from the model are provided in the form of relevant indicators as identified in the evaluation matrix (Annex 6). 5.1.2.1.Expected progress on the three key goals Results from the Alternative scenario show that for the EU-27 overall CO2 emissions from transport (including international aviation, excluding international maritime shipping) would be 16% lower relative to the Baseline in 2030 and 39% lower in 2050. In particular, emissions from road transport in the Alternative scenario are projected to be 19% below the Baseline levels in 2030 and 46% lower in 2050. This is due to the CO2 standards for new light duty vehicles and heavy duty vehicles post-2020, supported by the deployment of recharging and refuelling infrastructure, but also due to policies driving greater use of sustainable transport modes, such as for example the implementation of the TEN-T Core and Comprehensive Networks, or the 4th Railway Package. Policies adopted after 2011 would contribute significantly towards the White Paper milestone for 2030 but fall short in delivering the 60% emissions reductions by 2050, showing around 40 percentage points gap relative to the target. In this context, it is important to note that the impact assessment accompanying the 2011 White Paper had assumed further intensification of policies after 2030, whereas the Alternative scenario only takes into account policies adopted by the end of 2018. The adopted policies would deliver additional emissions reductions after 2030 due to, for example, the turnover of the vehicle fleet and larger penetration of new vehicles which are subject to CO2 standards, as well as the implementation of the Core TEN-T Network by 2030. However, their impacts would remain limited by 2050 in lack of additional policies or further intensification of existing policies. Source: PRIMES-TREMOVE, E3 modelling. The Alternative scenario projects substantial progress in reducing the oil dependency by 2050. Relative to the Baseline scenario, oil dependency would be about 17 percentage points lower by 2050 driven by the projected progress on electromobility, further electrification of rail and uptake of renewable and low carbon fuels. However, the transport sector is projected to still be dependent on oil and petroleum products for about 87% of its energy needs in 2030 and 77% in 2050. Concerning the objective of limiting the growth of congestion, projections show that in the EU-27 hours spent in road congestion annually will be growing compared to 2010 levels in both the Baseline and the Alternative scenarios. The Alternative scenario, accounting for policies adopted by the end of 2018, shows only limited decrease in the external costs of congestion relative to the Baseline (1.1% reduction in 2030 and 0.4% in 2050), driven mainly by greater use of more sustainable transport modes. 5.1.2.2.Expected progress on the ten headline goals Progress is also expected by 2030 and 2050 towards the White Paper’s 10 headline goals. The current transport policies and measures would be sufficient to reach the objective of halving the use of ‘conventionally-fuelled’ cars in urban transport in the EU-27 by 2030, as defined at the time of the adoption of the 2011 White Paper, but not to phase them out by 2050. According to the Alternative scenario the share of transport activity of ‘conventionally-fuelled cars’ in the total urban passenger transport activity (expressed in passenger-kilometres) is projected to go down to 43% by 2030 but still be 16% in 2050. The decrease in their share is driven by both the uptake of electric vehicles and other alternative fuel vehicles, but also by the greater use of public transport. At the same time, the Covid-19 pandemic is likely to induce greater fear from infection when using public transport services. At this stage, long-term effects of the pandemic on the use of public transport in cities cannot be projected with certainty, but in the wake of the pandemic it could turn out to be challenging to increase the use of public transport. However, active modes, such as cycling and walking, might in the future contribute more than today to a more sustainable urban mobility. As far as the goal of achieving essentially CO2-free city logistics in major urban centres by 2030 is concerned, the responses obtained from interviews with stakeholders and survey of national authorities organised in the context of the support study show that a vast majority of respondents expect to have made some progress towards the goal, but not to achieve it by 2030. The Alternative scenario further shows that, with current policies and measures in place, the goal of a 40% share of low-carbon sustainable fuels in aviation by 2050 will not be reached. The share of low-carbon sustainable fuels in aviation is projected to be below 3% of the fuel mix by 2050. In addition, the role of the White Paper initiatives in reducing the emissions from international maritime bunkers is expected to be minimal (1% reduction in 2030 and 2050 relative to the Baseline scenario). Road transport is projected to maintain its dominant role in passenger and freight transport in the EU-27 in the Alternative scenario. However, the share of passenger rail is projected to increase by 1.6 percentage points in 2030 relative to the Baseline and by 2.3 percentage points in 2050. For rail freight the impact would be more significant showing an increase in its modal share by 3.1 percentage points in 2030 relative to the Baseline and by 5.6 percentage points in 2050. Inland waterways and national maritime is also project to gain 1.2 percentage points in terms of modal share in 2030 relative to the Baseline and 1 percentage point in 2050.

The goal of tripling the number of kilometres of high-speed rail lines by 2030 is unlikely to be reached. Approximately 8 840 km of high-speed lines are currently in use in EU-27 and around 1 460 km of lines were under construction in 2017. Achieving the goal set by the White Paper means reaching a length of about 19 000 km of high-speed railways by 2030. Considering that, on average, it takes around 16 years for new high-speed lines to proceed from the start of works to the beginning of operations, to achieve this goal would require significant efforts by Member States. However, a significant increase in the passenger transport activity of high-speed rail in the EU-27 is projected in the Alternative scenario. The share of high-speed rail in total rail passenger transport activity would increase to around 38% by 2030 and 43% by 2050 , 6 percentage points higher in 2030 and 9 percentage points higher in 2050 relative to the Baseline. The Alternative scenario projects that the number of fatalities in the EU-27 would be decreasing by about 26% by 2030, and 30% by 2050 relative to 2010. The goal of moving close to zero fatalities in road transport by 2050 is thus not expected to be achieved. 5.1.3.Evaluation question #3: To what extent have the 40 action points, which are broadly covered by all the policy options in the impact assessment of the White Paper, contributed to reaching the objectives and headline goals of the White Paper? The White Paper is a long-term strategy composed by 132 initiatives and 40 action points specifically designed to exert synergies between them and to deliver the results of the overall strategy. In most of the cases action points contribute to more than one objective and/or headline goal and this makes it not possible to isolate the contribution of a specific action from the contribution of the other actions in the achievement of the White Paper goals. Therefore, the evaluation looks at the potential maximum overall impact of the White Paper as a whole (i.e. all 40 action points together) by means of quantitative results from the model used in the external support study. Since the quantitative impacts of the White Paper have been discussed in the replies to the previous evaluation questions, they are not replicated here. In a second step, a qualitative discussion on the contribution (direct and indirect) that action points may have in delivering the objectives and goals of the White Paper, highlights which actions are expected to play a more significant role. As far as action points contribute more to reaching the objectives and headlines goals, it is not possible to perform a quantitative assessment of the impact of each action point by modelling it individually. Past modelling experience has indeed shown that assessing the impact of each action individually (i.e. out of a bundle of actions composing the strategy) is not methodologically sound. It would lead to an overestimation of the impacts of the actions, if their impacts would be simply added up (and the synergies of the policies and the potential overlapping effects would not be accounted for). A qualitative analysis on the contribution (direct and indirect) that the 40 action points may have in delivering the objectives and goals of the White Paper, allows to conclude that, although they are conceived to deliver the EU transport strategy, not all of them are expected to contribute to achieving each of the specific objectives. Similarly, not all of them are expected to contribute meeting each of the headline goals. Moreover, the policy measures in the White Paper are quite different in nature, objective and complexity. Some require physical investments; others are mainly a matter of setting (and enforcing) different rules; others are preparatory measures (i.e. guidelines or definition of standards) mainly intended to pave the way for subsequent actions, etc. Therefore, according to the objective or goal, certain action points are expected to be more effective than others and it is not possible to conclude on the absolute importance of the actions irrespective of the goals to be achieved. 5.1.4.Evaluation question #4: Which factors and developments (e.g. digitalisation, mobility as a service, technology cost, etc.) have, negatively or positively, contributed to the achievement of the objectives and headline goals? This evaluation question examines which and how external factors and developments have positively or negatively contributed to the achievements of the objectives and goals so far. Whereas external factors and developments have been identified in preliminary desk research and to some extent have already been discussed in the implementation report of 2016 on the White Paper, the analysis of their positive or negative contribution is based on evidence collected from the targeted stakeholder consultation (i.e. surveys and interviews). In general, many of the trends and factors that have been identified are considered by stakeholders as still quite young for having significantly influenced the achievements of the White Paper so far. They may all have had an impact, but it is difficult to measure it at this stage. They are seen to play a major role in the future. 5.1.4.1.Digitalisation and new business models Digitalisation appears as a two-sided trend, like automation. It can be considered one of the most important developments in the European transport landscape over the past years, as it is able to address many of the challenges faced by the transport sector such as emissions and congestion. However, at the same time, it could also prevent the shift towards collective modes of transport and lead to a negative impact on working conditions (since the expansion of online ride-hailing platforms). The need for a proper enforcement of existing EU and national labour regulations has been raised by respondents. 5.1.4.2.New technological trends

New business models in the sector, especially for mobility as a service (MaaS) and ride-sharing, are also considered relevant though no concrete development has been noted yet. The challenge they often bring lies in balancing the interests of service providers with those of operators and ensuring that the end product is financially viable and still attractive for the consumer. 5.1.4.3.Evolution in technology costs As regards technology costs, many respondents believe that these will continue to decrease in the future (e.g. battery costs). This evolution should boost the uptake of new technological trends, such as automation, which however is seen to come at a risk of a new rise of car use in cities. This could go against the modal shift efforts. 5.1.4.4.New mobility patterns While new mobility patterns such as MaaS and micro-mobility are growing in cities, the uptake is not as big as expected yet. One stakeholder argues it could be worthwhile looking at the economic context, in particular at how the distribution of wealth within European societies affects the choice of transport (modes), affordability and access to sustainable transport modes. 5.1.4.5.Changes to consumer behaviour Behavioural changes towards more sustainable modes of transport are still at the early stages. To be enhanced, more regulation should be considered, say surveyed stakeholders. The new challenges brought by COVID-19 may lead to long-lasting changes in consumer and transport user behaviour, but it is too early to tell. According to a representative of the national and regional authorities, crises induced by security threats and COVID-19 made it clear that the resilience of transport system needs to be established, and it is an aspect not sufficiently addressed by the White Paper initiatives. 5.1.4.6.Evolution of e-commerce The evolution of e-commerce is the development that has received the most controversial assessment from interviewed stakeholders in relation to the achievements of the White Paper: 17 out of 40 respondents believe e-commerce expansion has led to negative effects. 8 respondents opposed this position and, on the contrary, considered e-commerce evolution as beneficial. 4 respondents identified no impact and 11 did not have an opinion on this. New business opportunities through e-commerce are highlighted as benefits, whereas criticism focusses on negative environmental impacts (emissions, congestion), negative impacts on working conditions and an overall strain on the transport system. A railway stakeholder fears that with customers getting used to fast home deliveries, the competitiveness of railways as a means of freight transport might suffer. 5.1.4.7.Climate change As regards climate change, it is considered having enhanced the need for White Paper actions to be timely implemented, leading to one step further with the recent adoption of the European Green Deal. Climate change will continue to strongly influence the transport sector and related policies, not only through the European Green Deal, but also through many local actions (e.g. climate-friendly cities). 5.1.5.Evaluation question #5: Which unintended positive and negative economic, social and environmental effects, if any, have been produced? This evaluation question discusses the unintended or unexpected (both positive and negative) effects perceived by stakeholders as a result of the actions taken in the context of the White Paper. The analysis is based on evidence collected by the external consultant from targeted interviews with stakeholders representing international organisations and business associations in the transport sector. In general, respondents find it difficult to clearly identify the unintended effects coming from the actions of the White Paper due to a lack of reliable evidence on the causal links.

Indeed, some unintended effects coming from key drivers like technology and digitalisation in transport would probably have occurred irrespective of the promotions of related measures in the White Paper. However, they are perceived by some stakeholders as having a relation with the White Paper’s actions. The White Paper, with its key objectives, might have contributed to an increased awareness of consumers about climate change impacts and vehicles emissions. This has contributed to boost the change of market transport supplies with new propulsion methods coming onto the market (e.g. electric and hydrogen vehicles). Technology and digitalisation promoted by the White Paper are seen as having unexpectedly indirectly contributed to creating favourable conditions for the uptake of disruptive services, such as ride-hailing and delivery-on-demand services, which have determined new features for the end users. Some of them are seen as creating even more dependency on fossil fuels by increasing transport demand. They are also often linked to business models where trade unions denounce that workers in these segments of the transport sector are not sufficiently covered by social protection or shielded against wage dumping. Cyber risks and threats are unintended consequences of the process of digitalisation promoted by the White Paper. The 2019 cyber-attack to Maersk Lines is considered one example. The International Association of Public Transport (UITP) points out that when the revision of the Clean Vehicles Directive has been adopted in 2019, it has been wary of the fact that it created new obligations for the public transport sector, a sector that was already providing sustainable mobility, without providing financial compensation. The purchase of the newest bus technologies will require financial resources that cannot be spent on other priorities, such as expanding the public transport offer or providing better passenger information. 5.1.6.Evaluation question #6: To what extent have the 40 action points of the White Paper been implemented by the Commission, by the Member States, by regional and/or local authorities (where relevant), or by other actors (e.g. transport operators)? The review of implementation by the Commission and Member States is based on the information from Commission services and complemented by desk research. Interviews with other stakeholders are used to complement the assessment on the level of implementation of actions in charge to other actors. 5.1.6.1.Implementation by the Commission Since its adoption in 2011 the Commission made a considerable work on the implementation of the White Paper programme. Currently 15 out of the 40 action points of the White Paper have been fully implemented by the Commission and another 7 can be considered in an advanced state of implementation. All other actions are in progress. ACTION POINTS Status Completed Advanced In progress 1 A true internal market for rail services  2 Completion of the Single European Sky  3 Capacity and quality of airports  4 A maritime "blue belt" and market access to ports  5 A suitable framework for inland navigation  6 Road freight  7 Multimodal transport of goods: e-Freight  8 Social code for mobile road transport workers  9 A social agenda for maritime transport  10 A socially responsible aviation sector  11 An evaluation of the EU approach to jobs and working conditions  12 Cargo security  13 High level of passenger security with minimum hassle  14 Land transport security  15 End-to-end security  16 Towards a "zero vision" on road safety  17 A European strategy for civil aviation safety  18 Safer shipping  19 Rail safety  20 Transport of dangerous goods  21 Passengers' rights  22 Seamless door-to-door mobility  23 Mobility continuity plans  24 A technology roadmap  25 An innovation and deployment strategy  26 A regulatory framework for innovative transport  27 Travel information  28 Vehicle labelling for CO2 emissions and fuel efficiency  29 Carbon footprint calculators  30 Eco-driving and speed limits  31 Urban mobility plans  32 An EU framework for urban road user charging  33 A strategy for near "zero-emission urban logistics" 2030  34 A core network of strategic European infrastructure  35 Multimodal freight corridors for sustainable transport networks  36 Ex-ante project evaluation criteria  37 A new funding framework for transport infrastructure  38 Private sector engagement  39 Smart pricing and taxation  40 Transport in the world: the external dimension  "" Urban Mobility Package  5.1.6.2.Implementation by the Member States (or by regional and/or local authorities where relevant) or by other actors (e.g. transport operators) As far as the initiatives already completed by the Commission are concerned, in most of the cases they are addressed by more than one intervention (e.g. revision of existing Directives/Regulations, adoption of new pieces of legislation etc.). It is often the case that only some of these interventions have completed their formal process at European Institutions’ level, while others are still to be finalised. Therefore, also in this case the implementation of the initiative (and of the related action point) can only be partial and related to the specific intervention (and not to the full initiative/action point). In other cases, the initiatives have been fully delivered by the European Institutions, but it often applies that they require a contribution or follow-up from Member States at national or sub-national level. In Table 3, those actions fully delivered by the Commission but not yet fully delivered by Member States are classified as ‘in progress’. The actions not yet fully delivered by the Commission and where action by Member States can only be partial are classified as ‘partially in progress’. Those actions that do not imply formal obligations for Member States (e.g. those related to urban dimension which, according to the subsidiarity principle, falls under national, regional or local responsibility) but showing implementation progress at local/regional/national level are clearly identified. The initiatives included in the White Paper programme are quite different in nature, scope and therefore their implementation entails challenges of different magnitude. As an example, measures concerning smart pricing and taxation face major obstacles in being accepted by Member States as clearly witnessed by the long-lasting process of the revision of the Eurovignette Directive and by the withdrawal of the Energy Taxation Directive.

Table 4 shows the action points that required implementation efforts by other stakeholders. Most of them entail on-going activity within dedicated working groups or similar involvements and therefore are ‘continuously on-going’. ACTION POINTS Completed (Total: 4) 5 A suitable framework for inland navigation 12 Cargo security 18 Safer shipping 20 Transport of dangerous goods In progress (Total: 5) 1 A true internal market for rail services 4 A maritime "blue belt" and market access to ports 16 Towards a "zero vision" on road safety 30 Eco-driving and speed limits 1 A true internal market for rail services Partially in progress (Total: 17) 2 Completion of the Single European Sky 6 Road freight 8 Social code for mobile road transport workers 9 A social agenda for maritime transport 13 High level of passenger security with minimum hassle 15 End-to-end security 17 A European strategy for civil aviation safety 19 Rail safety 21 Passengers' rights 22 Seamless door-to-door mobility 24 A technology roadmap 25 An innovation and deployment strategy 26 A regulatory framework for innovative transport 27 Travel information 28 Vehicle labelling for CO2 emissions and fuel efficiency 35 Multimodal freight corridors for sustainable transport networks 39 Smart pricing and taxation No formal obligations / in progress: (Total 4+1) 31 Urban mobility plans 32 An EU framework for urban road user charging 33 A strategy for near "zero-emission urban logistics" 2030 34 A core network of strategic European infrastructure "" Urban Mobility Package Deadlines yet to come (Total: 1) 7 Multimodal transport of goods: e-Freight ACTION POINTS Completed (Total: 2) 14 Land transport security 19 Rail safety Continuously on-going (Total: 5) 10 A socially responsible aviation sector 12 Cargo security 17 A European strategy for civil aviation safety 26 A regulatory framework for innovative transport 5.2.Efficiency 5.2.1.Evaluation question #7: To what extent have the costs of the 40 action points in the White Paper been proportionate to the overall benefits achieved? & Evaluation question #8: To what extent have the initiatives under the White Paper been cost effective? Which benefits have been achieved for the different stakeholder groups? What costs have resulted for the different stakeholder groups? The evaluation questions on efficiency aim to examine the cost-effectiveness of the White Paper. To contribute to that analysis, evaluation question #7 discusses the costs of implementing the 40 action points and the related 132 initiatives in relation to the benefits derived from its implementation and evaluation question #8 seeks to highlight costs and benefits for different stakeholder groups. 5.2.1.1.Limitations to the analysis The main source of quantitative information are evaluation studies, of which only around 20 are available with information about the White Paper initiatives. Even among those evaluations available, sometimes they only cover a specific aspect of an initiative, not the overall initiative and extrapolation is not possible. Furthermore, when assessing costs and “cost-efficiency”, the level of detail provided and the methodology used in these evaluations vary considerably. This makes comparisons between initiatives and between action points to assess the overall cost-efficiency of the White Paper complicated. Furthermore, the information on costs in evaluations tends to diminish as we move from the EU institutions (where some data might be available), to Member States (where data might be available in some Member States and then is perhaps extrapolated to the entire EU) to industry, where only a small number of data points might be available. In the case of EU funding programmes (including TEN-T programme, CEF Transport, Horizon 2020 and Cohesion Funds), more detailed information is available. However, it is not always possible to attribute costs of a funding programme to a specific initiative. It is also difficult to estimate the benefits of expenditures in research and innovation. Data provided by stakeholders on efficiency is overall scarce and mostly qualitative. A number of stakeholders that have contributed to the external support study have pointed to the difficulties in providing relevant quantitative information. Because of these issues, the analysis of efficiency of the White Paper is limited in its scope (as information is lacking for some areas of action) and conclusions (as this limits that types of overall analyses that are possible; e.g. in most instances it is not possible to assess what costs can be directly attributed to the White Paper and what costs would have been incurred nonetheless). 5.2.1.2.Costs related to implementation of initiatives Given the high number of initiatives covered by the 40 actions points and the absence of a dataset with information on the relative costs, there has been a need to prioritise the analysis towards those initiatives with more significant costs. Thus, the focus of the analysis is on action points and initiatives that include regulatory measures and financial instruments These costs have been disaggregated in the following categories:

·Adoption/implementation of EU legislation (includes costs on both human resources and capital expenditures). ·Financial instruments, public-private partnerships (PPPs) and research and development funding. ·Studies and development of EU policy. ·All other EU measures (e.g. standards and social dialogue promotion activities). Adoption and implementation costs are costs incurred by the Commission that has been responsible for the initial development and implementation. Member State’s authorities at different level, industry, social partners and civil society organisations can incur costs related to the implementation of EU legislation, be it to participate in the policy process (a role where trade associations play an important role, although individual companies can also, and do, participate), or to implement the various provisions related to specific EU legislation. Individual industry stakeholders throughout the EU can also incur costs. There are certain difficulties in identifying specific costs and associating these costs with the White Paper action points. However, where this is possible, costs do not appear to be significant. EU financial instruments are a crucial form of funding infrastructure across the EU. The TEN-T funding programme and the subsequent Connecting Europe Facility (CEF) (since 2014, aggregating investment on TEN-T) have been the major EU programmes funding transport infrastructure across the EU, covering all modes. Each of them has supported infrastructure investment of over 20 billion euro of total investment, which a significant portion being sponsored by the EU. From the remaining costs, it is not possible to determine who was responsible for the investment (e.g. Member States or private sector). In both programmes, rail has represented the majority of investment (around two-thirds in each case), with other modes representing much smaller portions. The different funds of the European Structural and Investment Funds (ESIF) programme are another way through which EU has supported investment in transport in the EU. In the 2007-2013 period the category called “transport infrastructure” has received 66.4 billion euro of funding. For the more recent 2014-2020 programmes more discrete categories are available, and in the 2016-2019 period, actual (i.e. not planned) expenditures in categories related to investment in the TEN-T network have 47.8 billion euro, with an EU contribution of 40.1 billion euro (84%). For all other non-TEN-T transport investments, actual expenditures have 26.7 billion euro, with an EU contribution of 21.9 billion euro (82%). The White Paper also aims to promote the use of Public Private Partnerships (PPPs) in transport. A database of the European Investment Bank shows that the number of transport PPP projects finished across Europe (defined as EU-28 plus Turkey and the Western Balkans) reached a high of 20 in 2014, and it has been since then in a steady decline towards seven in 2018 and 10 in 2019. Overall, during the 2011-2019 period, across Europe (as defined above) 118 transport PPPs were finished, representing a total investment of 74.7 billion euro. Finally, the White Paper introduces measures to support EU level research and technology development (R&D) covering all aspe