Communication from the Commission - A sustainable future for transport : Towards an integrated, technology-led and user friendly system
Date: 2009-06-17
Institutions: European Commission
Subjects: EU policy, air transport, environmental protection, limitation of legal proceedings, rail transport, reduction of gas emissions, road transport, transport policy

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COMMISSION OF THE EUROPEAN COMMUNITIES 

Brussels, 17.6.2009 
COM(2009) 279 final 

COMMUNICATION FROM THE COMMISSION 

A sustainable future for transport: Towards an integrated, technology-led and user 
friendly system 

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COMMUNICATION FROM THE COMMISSION 

A sustainable future for transport: Towards an integrated, technology-led and user 
friendly system 

INTRODUCTION 

In 2001, the Commission issued a White Paper1 setting an agenda for the European 
transport  policy  throughout  2010.  This  programme  was  updated  in  the  mid-term 
review of 20062. Approaching the end of the ten-year period, it is time to look further 
ahead and prepare the ground for later policy developments. 

Transport is a complex system that depends on multiple factors, including the pattern 
of  human  settlements  and  consumption,  the  organisation  of  production  and  the 
availability  of  infrastructure.  Owing  to  this  complexity,  any  intervention  on  the 
transport sector must be based on a long-term vision for the sustainable mobility of 
people  and  goods,  not  least  because  policies  of  structural  character  take  long  to 
implement and must be planned well in advance. 

That is why transport policies for the next ten years must be based on a reflection on 
the  future  of  the  transport  system  that  embraces  also  the  following  decades.  The 
Commission  has  launched  such  a  reflection,  comprising  an  evaluation  study  on  the 
European  Transport  Policy  (ETP);  a  debate  within  three  ‘Focus  Groups’;  a  study  – 
‘Transvisions’  –  identifying  possible  low-carbon  scenarios  for  transport;  and  a 
consultation of stakeholders, notably through a High Level Stakeholders’ Conference 
on 9-10 March 20093. 

The present Communication summarises the results of this wide reflection. In section 
2, it refers to recent developments of the ETP and outstanding issues. In section 3, it 
looks  at  the  future,  identifying  trends  in  transport  drivers  and  the  likely  challenges 
they  could  pose  to  society.  In  section  4,  it  proposes  some  intermediate  policy 
objectives,  which  could  be  pursued  to  address  the  emerging  challenges  in  the 
transport  sector.  In  section  5,  it  describes  some  available  instruments  and  possible 
lines of intervention for achieving the stated objectives. 

The ideas put forward in this Communication are meant to stimulate further debate 
aimed at identifying policy options, without prejudging the formulation of concrete 
proposals in the next White Paper of 2010. 

COM(2001) 370. 
COM(2006) 314. 
All relevant documents can be downloaded at: 
http://ec.europa.eu/transport/strategies/2009_future_of_transport_en.htm  

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THE EUROPEAN TRANSPORT POLICY IN THE FIRST DECADE OF THE 21ST CENTURY  

Before looking at the future, it is useful to take stock of developments in the recent 
past. While it is too early to fully assess the impact of a number of policy measures 
taken since 2000, a few indications can nevertheless be distilled from market trends 
and  data.  These  can  be  assessed  against  the  policy  objectives  set  in  the  mid-term 
review  of  the  White  Paper  and  those  set  for  transport  by  the  Sustainable 
Development Strategy (SDS) of 20064. The following section shows that the ETP has 
largely achieved the objectives set out in the above mentioned strategic documents, 
by  substantially  contributing  to  the  development  of  the  European  economy  and  its 
competitiveness, by facilitating market opening and integration, by establishing high 
quality standards for safety, security and passenger rights and by improving working 
conditions.  

Transport  is  an  essential  component  of  the  European  economy.  The  transport 
industry at large accounts for about 7% of GDP and for over 5% of total employment 
in  the  EU5.  The  ETP  has  contributed  to  a  mobility  system  that  compares  well  in 
terms  of  efficiency  and  effectiveness  with  that  of  the  economically  most  advanced 
regions  of  the  world.  The  ETP  has  assisted  social  and  economic  cohesion  and 
promoted  the  competitiveness  of  the  European  industry6  therefore  contributing 
significantly  to  the  Lisbon  Agenda  for  Growth  and  Jobs7.  More  limited,  however, 
have  been  the  results  with  respect  to  the  goals  of  the  EU  SDS:  as  indicated  in  the 
progress report of 20078, the European transport system is still not on a sustainable 
path on several aspects. 

Market  opening  has  generally  led  to  more  efficiency  and  lower  costs.  This  can  be 
seen in air transport where the process is more advanced9. The EU is on its way to 
create a level playing field in the increasingly integrated transport market, but issues 
such as differences in taxation and subsidies still need to be addressed. It is worth to 
note  that  not  only  large  companies  but  also  small  and  medium  enterprises  (SMEs) 
have  benefited  from  market  opening  and  integration  in  the  different  modes  of 
transport. 

Trans-European  Transport  Networks  (TEN-T)  policy  has  much  increased  the 
coordination  in  the  planning  of  infrastructure  projects  by  the  Member  States. 
Progress in implementation has been substantial and about one third of the necessary 
investments  (€  400  billion)  in  the  TEN-T  have  been  made 10.  The  extension  of  the 

CS (2006) 10917. 
Of which 4.4% corresponding to transport services and the rest to transport equipment manufacturing, 
while 8.9 million jobs correspond to transport services and 3 million to transport equipment. 
COMPETE,  “Analysis  of  the  contribution  of  transport  policies  to  the  competitiveness  of  the  EU 
economy  and  comparison  with  the  United  States”,  October  2006,  ISI-Fraunhofer  with  INFRAS,  TIS, 
and EE for EC-DG TREN. 
COM(2007) 803. 
COM(2007) 642. 
Intra-EU routes have increased by 120% between 1992 and 2008. Intra-EU routes with more than two 
competitors  increased  by  320%  in  the  same  period.  Low-cost  carriers  represent  today  over  a  third  of 
total intra-EU scheduled capacity. 
COM(2007) 135. Among the projects completed there are the Oresund link, the Malpensa airport and 
the Betuwe rail freight line. Other projects will be completed very soon, like the PBKAL project (HST 

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TENs  to  cover  the  new  Member  States,  building  on  the  investment  already  made 
prior to enlargement11, has provided the blueprint for Structural and Cohesion funds 
to gradually fill their infrastructure deficits. Much remains to be done, but the TENs 
have already gone a long way in linking EU markets and peoples. 

Progress has been achieved in reducing air pollution and road accidents. Air quality 
in European cities has significantly improved through the application of ever stricter 
Euro emission standards, but more needs to be done, above all to reduce emissions in 
urban areas of NOx and fine particles (PM10) – the latter being particularly damaging 
for  human  health  –  as  well  ensuring  that  real  world  emissions  are  adequately 
controlled. The expansion of transport infrastructure has also resulted in habitat loss 
and landscape fragmentation. The objective to halve casualties in road transport by 
2010, included in the 2001 White Paper, will likely not be achieved although action 
has been triggered in many Member States leading to significant progress. With still 
over  39  000  deaths  in  the  EU  in  2008,  transport  by  road  remains  far  too  costly  in 
terms of human lives.  

In  the  maritime  sector,  marine  pollution  and  maritime  accidents  were  considerably 
reduced and the EU has established one of the most advanced regulatory frameworks 
for  safety  and  for  pollution  prevention  (lastly  with  the  third  Maritime  Safety 
Package). In aviation, it has adopted a comprehensive set of common, uniform and 
mandatory  legislation  covering  all  the  key  elements  affecting  safety  (aircrafts, 
maintenance,  airports,  air  traffic  management  systems,  etc).  Safety  agencies  have 
been set up for aviation (EASA), maritime (EMSA) and rail transport (ERA).  

The  2001  White  Paper  did  not  refer  to  security.  After  the  attacks  of  11  September 
2001, however, a security policy was developed. Nowadays there are EU legislative 
measures  on 
transport  modes  and  for  critical 
infrastructures. The EU also cooperates with the international community to improve 
security: recently, EU naval operations have been launched to fight piracy. 

transport  security  for  most 

Quality services for transport users have been promoted by strengthening passenger 
rights.  Legislation  on  aviation  passengers’  rights  has  been  adopted  and  is  now  in 
force.  In  the  field  of  rail12,  a  regulation  was  adopted  in  December  2007  which 
provides  for  extensive  passenger  rights.  In  December  2008  two  proposals13  have 
been adopted on passenger rights in the field of bus and coaches and in the maritime 
sector. On the other hand, public transport (bus and rail) has been identified as one of 
the sectors where consumer satisfaction is the lowest14. 

The  social  dimension  of  transport  policy  was  strengthened  also  with  respect  to 
transport  workers.  Legislation  on  working  time,  on  minimum  level  of  training,  on 
mutual recognition of diplomas and qualifications, was introduced – in collaboration 
with the social partners – to improve working conditions in road, rail and maritime 
transport. 

Paris-Brussels-Cologne,  Amsterdam,  London).  Large  sections  of  projects  have  also  been  put  into 
operation like the Madrid-Barcelona HST link or the first phase of TGV Est in France. 
In particular through the Instrument for Structural Policies for Pre-Accession.  
OJ L 315, 3.12.2007, p. 14–41, Regulation (EC) No 1371/2007. 
COM(2008) 817, COM(2008) 816. 
http://ec.europa.eu/consumers/strategy/docs/2nd_edition_scoreboard_en.pdf 

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15. 

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3. 

19. 

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The  environment  remains  the  main  policy  area  where  further  improvements  are 
necessary. In the EU, compared to 1990 levels, in no other sector has the growth rate 
of greenhouse gas (GHG) emissions been as high as in transport15. GHG emissions 
can  be  seen  as  the  product  of  three  components:  the  amount  of  the  activity  that 
generates the emissions; the energy intensity of that activity; and the GHG intensity 
of  the  energy  that  is  being  used.  Applying  this  analysis  to  past  developments  in 
transport, it can be seen that the sector has greatly increased its activity while making 
insufficient progress in reducing its energy and GHG intensity. 

Decoupling transport growth from GDP growth, which was one of the objectives of 
the 2001 White Paper and of the SDS, has taken place on the passenger side, where 
transport  demand  grew  on  average  by  1.7%  per  year  between  1995  and  2007,  as 
opposed to an average GDP increase of 2.5%. The demand for freight transport in the 
EU,  on  the  other  hand,  grew  on  average  by  2.7%  per  year.  The  strong  increase  in 
global  trade  and  the  deepening  integration  of  the  enlarged  EU  prevented  the 
decoupling of freight transport  from  GDP  in  the  last  decade.  The  growth  of  freight 
transport is also linked to economic practices – concentration of production in fewer 
sites to reap economies of scale, de-localisation, just-in-time deliveries, wide-spread 
recycling of glass, paper, metals – that allowed reduction of costs and, possibly, of 
emissions in other sectors at the expense of higher emissions from transport. 

The energy efficiency of transport is increasing, but the gains in efficiency have not 
been  entirely  devoted  to  reducing  overall  fuel  consumption  and  have  not  been 
enough  to  outweigh  the  larger  transport  volumes.  Legislation  setting  emission 
performance standards for new passenger cars was adopted in April 2009 in response 
to  the  insufficient  pace  of  improvement16.  There  has  also  been  limited  progress  in 
shifting  transport  to  more  efficient  modes,  including  through  the  development  of 
short  sea  shipping,  although  a  certain  rebalancing  has  taken  place  and  the  relative 
decline of rail transport appears to have stopped17. A number of surveys show that in 
many cities the modal share of cycling has grown significantly in recent years18. 

Transport  did  not  reduce  significantly  its  GHG  intensity  by  switching  to  cleaner 
energy  sources  and  still  depends  to  97%  on  fossil  fuels,  which  has  negative 
implications  also  for  the  security  of  energy  supply.  Measures  to  improve  fuel 
quality19 and a binding target of 10% share of renewable energy sources in transport 
by 2020 have been adopted recently as part of the Climate and Energy package20.  

TRENDS AND CHALLENGES 

This  section  describes  trends  in  the  main  transport  drivers  up  to  the  middle  of  the 
century and the related challenges. It is difficult to anticipate which of them will have 
the greatest influence in shaping the future of transport.  

Unless  stated  otherwise,  the  source  of  data  is  DG  TREN  (2009),  EU  energy  and  transport  in  figures. 
Statistical pocketbook 2009. 
OJ L 140, 5.6.2009, p. 1-15, Regulation (EC) No 443/2009. 
At 10.7%, freight rail had the same modal share in 2007 as in 2001. 
http://spicycles.velo.info. Spicycles is a project supported by the EU IEE – STEER programme.  
OJ L 140, 5.6.2009, p. 88-113, Directive 2009/30/EC.  
OJ L 140, 5.6.2009, p. 16-62, Directive 2009/28/EC. 

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3.1. 

Ageing 

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21. 

22. 

By 2060, the median age of the European population is projected to be more than 7 
years  higher  than  today  and  the  number  of  people  aged  65  or  more  is  expected  to 
represent 30% of the population as opposed to 17% today21. 

Although  above  a  certain  age  people  generally  travel  less  than  when  they  were 
younger,  aged  people  of  today  tend  to  travel  more  than  their  parents  did.  This 
tendency  is  expected  to  continue  and  is  reinforced  by  improved  health,  more 
travelling  options  and  better  foreign  language  skills.  An  ageing  society  will  place 
more  emphasis  on  the  provision  of  transport  services  involving  a  high  level  of 
perceived  security  and  reliability,  and  which  feature  appropriate  solutions  for  users 
with reduced mobility. 

A society with higher ratio of older people will need to devote more public resources 
to pension payments, health care and nursing. Through its effect on public finances, 
ageing will put a strain on the supply and maintenance of transport infrastructure and 
set  a  limit  for  funding  available  to  public  transport.  A  scarcity  of  labour  and  skills 
may arise, further aggravating the shortage of skilled labour already experienced in 
some  segments  of  the  transport  sector.  Overall,  this  may  result  in  higher  transport 
costs for society. 

3.2.  Migration and internal mobility 

23. 

Net migration to the EU might add 56 million people to the EU’s population in the 
next five decades22. Migration could play an important role in mitigating the effect of 
ageing on the labour market. Migrants, generally young and mainly living in urban 
areas,  will  further  intensify  Europe’s  ties  with  neighbouring  regions,  by  creating 
cultural and economic links with their country of origin. These links will entail more 
movement of people and goods. 

24. 

Mobility of workers within the Union is also expected to increase with the gradual 
removal  of  administrative  and  legal  barriers  and  further  deepening  of  the  internal 
market. 

3.3. 

Environmental challenges 

25. 

26. 

21 

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There is growing urgency for the transport sector to mitigate its negative impact on 
the  environment.  The  EU  has  recently  adopted  a  Climate  and  Energy  package  that 
sets  a  target  of  reducing  GHG  emission  in  the  EU  by  20%  with  respect  to  1990. 
Transport has a key role to play in achieving this goal and an inversion of some of 
the current trends will be necessary.  

The  2008  TERM  Report23  of  the  European  Environment  Agency,  which  provides 
indicators tracking transport and environment in the EU, shows that many Europeans 
still  remain  exposed  to  dangerously  high  levels  of  air  and  noise  pollution.  In 

Eurostat  (2008),  Population  and  social  conditions,  Statistics  in  Focus  72/2008;  and  European 
Commission, Demography Report 2008: Meeting Social Needs in an Ageing Society. SEC(2008) 2911. 
See footnote 21. 
EEA, Transport at a crossroads, TERM 2008, No 3/2009. 

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particular,  the  concentration  of  PM10,  of  which  transport  is  the  second  most 
important  source,  exceeds  the  2005  limit  value  in  many  air  quality  zones.  Also 
pollution from shipping emissions of NOx and SOx needs to be addressed.  

27. 

Transport  itself  will  suffer  from  the  effects  of  climate  change  and  will  necessitate 
adaptation measures. Global warming resulting in a rising sea level will amplify the 
vulnerability  of  coastal  infrastructures,  including  ports24.  Extreme  weather  events, 
would  affect  the  safety  of  all  modes.  Droughts  and  floods  will  pose  problems  for 
inland waterways25. 

3.4. 

Increasing scarcity of fossil fuels 

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30. 

In  the  coming  decades,  oil  and  other  fossil  fuels  are  expected  to  become  more 
expensive as demand increases and low-cost sources dry up. The negative impact on 
the  environment  will  be  greater,  as  conventional  sources  are  replaced  by  more 
polluting supplies. At the same time, the need to move to a low-carbon economy and 
the  growing  concerns  about  energy  security  will  bring  about  a  greater  supply  of 
renewable  energy,  made  much  cheaper  by  technological  progress  and  mass 
production. 

The shift in relative prices will make investments in alternative energy sources more 
attractive,  in  spite  of  the  high  variability  of  those  prices.  The  need  to  establish 
supporting infrastructures and the long life span of vehicles will delay the transition 
process. 

The immediate consequence of such transformation will be the reduction in the need 
to  transport  fossil  fuels,  which  currently  represent  around  half  of  the  volume  of 
international shipping26.  

3.5. 

Urbanisation 

31. 

32. 

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Urbanisation has been a clear trend in the past decades and is expected to continue, 
with the proportion of European population residing in urban areas increasing from 
72% in 2007 to 84% in 205027. 

The  proximity  of  people  and  activities  is  a  major  source  of  advantages  that  drive 
urbanisation. However, in the past 50 years, the growth of urban areas across Europe 
was  even  larger  than that of the resident population.  This  urban sprawl is the  main 
challenge for urban transport, as it brings about greater need for individual transport 
modes, thereby generating congestion and environmental problems. Urban transport 

SEC(2009)  387,  Commission  Staff  Working  Document  accompanying  the  White  Paper  “Adapting  to 
Climate Change: Towards a European framework for action”. 
IPCC (2007), Fourth Assessment Report. 
The  share  of  fossil  fuels  among  the  main  commodities  traded  in  the  world  by  sea  is  around  51%,  of 
which crude oil (32%), oil products (8%) and coal (11%) (based on billions of ton-miles, 2005 figures, 
source: UNCTAD). 
United  Nations,  Department  of  Economic  and  Social  Affairs/Population  Division  (2008),  World 
Urbanization Prospects: The 2007 Revision. 

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accounts for 40% of CO2 emissions and 70% of emissions of other pollutants arising 
from road transport28. 

33. 

Congestion,  that  is  prevalent  in  agglomerations  and  in  their  access  routes,  is  the 
source of large costs in terms of delays and higher fuel consumption. As most freight 
and  passenger  transport  starts  or  ends  in  urban  areas,  urban  congestion  also 
negatively  impacts  inter-urban  travel.  While  denser  cities  are  better  served  by 
collective  modes  of  transport,  the  availability  of  land  and  public  acceptability  to 
construct new infrastructures for public or alternative means of transport will remain 
a great challenge. 

3.6. 

Global trends affecting European Transport Policy 

34. 

35. 

36. 

37. 

4. 

38. 

Together  with  further  deepening  of  the  Single  Market,  integration  of  the  EU  with 
neighbouring regions (Eastern Europe, North Africa) and into the world economy is 
likely  to  continue.  Globalisation  has  been  a  powerful  trend  of  the  past  decades, 
enabled  by  trade  liberalisation  agreements  and  by  revolutionary  developments  in 
transport  and  communication  technologies  (from  containers  to  satellite  radio-
navigation) that have reduced distance and time barriers.  

Although  it  may  be  temporarily  halted  by  economic  crises  and  geopolitical 
instability, the strong economic growth of many developing countries implies further 
globalisation. Transport outside Europe will increase much more than inside Europe 
and EU external trade and transport are likely to keep growing rapidly in the coming 
years. 

The  world  population  is  expected  to  exceed  9  billion  by  205029.  This  increase,  by 
roughly  a  third  from  6.8  billion  people  in  2009,  will  have  a  tremendous  impact  on 
global resources, making the goal of setting up a more sustainable transport system – 
one which uses fewer resources – all the more important. 

More  people  and  greater  economic  affluence  mean  more  mobility  and  more 
transport.  Some  studies  suggest  that  the  number  of  cars  in  the  world  will  increase 
from  around  700  million  today  to  more  than  3  billion  in  205030,  creating  serious 
sustainability problems unless there is a transition towards lower and zero-emission 
vehicles and a different concept of mobility is introduced. 

POLICY OBJECTIVES FOR SUSTAINABLE TRANSPORT 

The goal of the ETP is to establish a sustainable transport system that meets society’s 
economic,  social  and  environmental  needs  and  is  conducive  to  an  inclusive  society 
and  a  fully  integrated  and  competitive  Europe.  The  ongoing  trends  and  future 
challenges highlighted in the previous paragraphs, point to the need for satisfying a 
rising demand for ‘accessibility’ in a context of growing sustainability concerns. The 
most immediate priorities appear to be the better integration of the different modes of 

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COM(2007) 551. 
United Nations Population Division (2009): World Population Prospects: The 2008 Revision. 
See, e.g., M. Chamon, P. Mauro and Y. Okawa (2008): The implications of mass car ownership in the 
emerging market giants. Economic Policy, Volume 23, Issue 54, p. 243-296. 

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transport  as  a  way  to  improve  the  overall  efficiency  of  the  system  and  the 
acceleration  of  the  development  and  deployment  of  innovative  technologies.  This 
within  an  approach  that  always  keeps  the  transport  users  and  workers,  with  their 
needs and rights, at the centre of policy making. The following chapters decline the 
above priorities into more operational goals, proposing seven broad policy objectives 
for consideration.  

4.1. 

Quality transport that is safe and secure 

39. 

40. 

41. 

42. 

43. 

Transport provides access to many of our freedoms. The freedom to work and live in 
different  parts  of  the  world.  The  freedom  to  enjoy  different  products  and  services. 
The freedom to trade and to establish personal contacts.  

Demand  for  these  freedoms  will  likely  increase  in  the  more  multicultural, 
heterogeneous society of the future, with deeper links to other regions of the world. 
Access  to  goods  and  services  will  have  to  be  ensured  to  an  ageing  society  that  is 
likely to demand greater transport safety, security and comfort, at a time in which the 
growth  of  traffic  and  the  tensions  of  the  urban  environment  risk  to  work  in  the 
opposite direction. 

Therefore  an  improvement  of  the  overall  quality  of  transport,  including  personal 
security,  the  reduction  of  accidents  and  of  health  hazards,  the  protection  of 
passengers’  rights  and  the  accessibility  of  remote  regions,  must  remain  a  high 
priority  of  transport  policy.  Road  safety  will  remain  an  issue  of  concern  and 
following  the  expiration  of  the  road  safety  action  plan  in  2010,  appropriate 
consideration  must  be  given  to  a  follow  up  strategy  to  ensure  that  the  number  of 
deaths on European roads is reduced. Working conditions must also be improved for 
transport workers, particularly as regards risks to health and safety. 

In improving safety and security conditions, attention should be given to the issue of 
privacy  and  data  protection  that  can  arise  in  relation  to  the  means  employed  for 
surveillance, registration and control purposes.  

People  with  reduced  mobility  should  be  supplied  with  comfortable  transport 
solutions. Infrastructure has to be built, maintained and upgraded on the principle of 
accessibility to all. A safer and more secure urban environment can be conducive to 
greater use of public transport, of cycling and of walking, which would not only ease 
congestion  and  reduce  emissions,  but  also  have  positive  effects  on  peoples’  health 
and well-being. 

4.2. 

A well maintained and fully integrated network 

44. 

45. 

Transport  is  a  network  industry  that  comprises  several  elements:  infrastructure, 
nodes, 
the 
transport  vehicles  and  equipment,  ICT  applications  related 
infrastructure  and  on-board,  network  services,  and  operational  and  administrative 
procedures.  The  ability  to  move  people  and  goods  effectively  and  efficiently  relies 
primarily on the optimal functioning of all these elements in combination. 

to 

A better exploitation of the network’s capacity and of the relative strengths of each 
mode could contribute significantly to reducing congestion, emissions, pollution and 
accidents. This however requires the optimisation and operation of the network as a 

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46. 

47. 

single  entity,  whereas  currently  modal  networks  are  largely  separated  and  even 
within modes there is a lack of integration between countries. 

In  particular,  with  regard  to  passenger  transport,  the  integration  of  aviation  with 
high-speed  rail  will  be  a  crucial  development.  Concerning  freight  transport,  an 
intelligent and integrated logistic system must become a reality, where development 
of  ports  and  intermodal  terminals  is  key  element.  Finally,  the  above-described 
urbanisation  trend  will  make  ‘modal  shift’  towards  more  environmentally  friendly 
modes particularly important in the context of urban transport.  

Infrastructure should be well maintained and improvement works coordinated. This 
reduces  accidents  and  operating  costs  as  well  as  congestion,  pollution  and  noise. 
New  infrastructure  should  be  planned  and  prioritised  with  a  view  to  maximising 
socio-economic  benefits  taking  into  account  externalities  and  effects  on  the  total 
network. 

4.3.  More environmentally sustainable transport 

48. 

49. 

To respond to the goals of the EU SDS and reduce transport’s environmental impacts 
involves  progress  towards  a  number  of  environmental  policy  objectives.  Lowering 
consumption  of  non-renewable  resources  is  essential  for  all  aspects  of  transport 
systems  and  their  use.  The  undesired  environmental  consequences  of  transport 
activity will require further action in particular on noise, air pollutant emissions and 
greenhouse  gas  emissions.  EU  legislation  sets  requirements  in  many  of  these  areas 
but these will require assessment and updating in the future. 

For  some  aspects,  in  view  of  the  long  time  required  to  effect  change,  long  term 
strategies  are  required  to  provide  assurance  for  different  actors  in  the  market.  In 
devising  the  future  of  the  transport  system,  all  elements  of  sustainability  should  be 
taken into account. This concerns the operation of transport means (emissions, noise) 
as well as the provision of infrastructure (land occupancy, bio-diversity).  

4.4. 

Keeping the EU at the forefront of transport services and technologies 

50. 

51. 

Technological innovation will be a major contributor to the solution of the transport 
challenges.  New  technologies  will  provide  new  and  more  comfortable  services  to 
passengers, increase safety and security and reduce the environmental impacts. “Soft 
infrastructures”,  like  intelligent  transport  systems  for  road  (ITS31)  and  traffic 
management  systems  for  rail  (ERTMS32)  and  aviation  (Single  European  Sky’s 
SESAR33),  backed  by  Galileo,  can  optimise  the  use  of  the  network  and  improve 
safety;  innovative  vehicle  technology  can  lower  emissions,  reduce  oil  dependency 
and increase comfort. 

The  development  of  technological  solutions  for  sustainable  transport  is  also 
important to promote growth and safeguard jobs. Population ageing might jeopardise 
Europe’s competitive position in the world economy and its ability to maintain high 
standards  of  living.  To  face  this  challenge,  it  will  be  particularly  important  for  the 

31 
32 
33 

COM(2008) 886 and COM(2008) 886/2. 
COM(2005) 903. 
Council Decision 2009/820/EC. 

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10 

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EU  economy  to  enhance  its  productivity,  namely  by  maintaining  an  efficient 
transport system and by investing more on R&D. 

52. 

Europe  is  a  world  leader  in  many  fields  of  transport  including  infrastructure, 
manufacturing of transport equipment, transport services and logistics. In view of the 
expected increase in global competition, keeping and enhancing this leadership is a 
key  factor  in  preserving  the  overall  competitiveness  of  the  EU  economy,  and  will 
also  provide  an  opportunity  for  our  transport  industry  to  serve  new  and  expanding 
markets. 

4.5. 

Protecting and developing the human capital 

53. 

The  transport  system  will  experience  substantial  changes  due  to  further  market 
opening and innovation. The competitiveness of the EU economy and the resilience 
of the transport firms depend on the capacity to adapt to innovation and new market 
needs. Competition and innovation have positively impacted on the transport labour 
market.  However,  transport  workers  in  some  sectors  may  be  displaced  from  their 
jobs  as  a  result  of  the  adjustment  to  a  radically  different  economic  and  energy 
context. It is important to ensure that such change is well anticipated and managed, 
so  that  changing  conditions  will  also  be  a  source  of  new  jobs  and  that  transport 
workers can participate in, and respond to, the process. This can be done through a 
range  of  instruments,  including  information  and  consultation  of  workers,  social 
dialogue,  early  identification  of  skills  shortages34,  training,  and  ensuring  that  any 
restructuring is carried out in a socially responsible way. Social protection and public 
services  should  provide  a  safety  net 
the  adjustment.  Gender 
considerations  should  also  be  taken  into  account,  to  facilitate  women’s  access  to 
transport jobs. 

to  facilitate 

54. 

It  must  also  be  ensured  that  working  conditions  are  maintained  or  improved. 
Differences in rights and social conditions between Member States should not result 
in a race to the bottom and become a factor of competitiveness with the increasing 
cross-border mobility of transport workers. 

4.6. 

Smart prices as traffic signals 

55. 

56. 

34 

In transport, like in any other sector, there cannot be economic efficiency unless the 
prices  reflect  all  costs  –  internal  and  external  –  actually  caused  by  the  users.  By 
providing  information  on  the  relative  scarcity  of  goods  or  services,  prices  convey 
essential  information  to  economic  actors.  The  transport  system  would  particularly 
benefit from better price signals. It is rare to have price differentiation for the use of 
the road in peak versus off-peak hours. Similarly, there is no economic incentive to 
use more silent vehicles, safer modes of transport or more environmentally friendly 
means.  

Transport  operators  and  citizens  are  not  always  in  a  position  to  identify  among 
several transport alternatives what is best for the economy and the environment, but 
with correct pricing of externalities for all modes and means of transport they would 
make the right choice just by opting for the cheaper solution.  

Cf. Commission’s Communication “New Skills for New Jobs: Anticipating and matching labour market 
and skills” - COM(2008) 868. 

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11 

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57. 

The  next  decade  is  likely  to  be  one  of  transition  for  the  transport  system.  New 
practices and new technologies will emerge; long-term investments, for example in 
infrastructure,  will be  made. Europe will have to live with these choices for a long 
time: it is therefore essential that they are guided by correct price signals.  

4.7. 

Planning with an eye to transport: improving accessibility 

58. 

59. 

60. 

61. 

5. 

62. 

The  introduction  of  a  correct  pricing  system  will  help  in  better  factoring  transport 
costs in location decisions; even so, however, there is a risk that transport costs are 
not  properly  taken  into  account  by  planners  and  that  the  availability  of  cheap 
transport solutions is taken for granted. 

Many public services have been progressively centralised with a view to increasing 
efficiency.  The  distances  between  the  citizens  and  the  service  providers  (schools, 
hospitals, shopping malls) have been on the increase. Firms have followed the same 
trend  by  keeping  a  smaller  number  of  production,  storage  and  distribution  centres. 
The  trend  towards  the  concentration  of  activities  has  produced  a  large  amount  of 
‘forced’ mobility, owing to a worsening of accessibility conditions.  

When  taking  land-use  planning  or  location  decisions,  public  authorities  and 
companies  should  take  into  account  the  consequences  of  their  choices  in  terms  of 
travel  needs  of  clients  and  employees  in  addition  to  the  transport  of  goods.  Sound 
planning  should  also  facilitate  the  seamless  integration  of  the  different  transport 
modes. 

Transportation needs can also be reduced by increasing ‘virtual’ accessibility through 
information technology (teleworking, e-Government, e-Health, etc.). Evidence on the 
effect of these practices is still limited, but it seems they have a significant and yet 
unexploited potential for replacing travel. On the other hand, greater ease of contact 
might  encourage  people  to  live  further  from  their  workplace  and  firms  to  disperse 
their activities. The net result could be fewer, but longer journeys related to work. In 
any event, teleworking has the great advantage of providing flexibility in the choice 
of when to travel, therefore significantly reducing congestion35. 

POLICIES FOR SUSTAINABLE TRANSPORT 

Whereas  the  previous  section  proposes  the  broad  objectives  for  future  transport 
policy,  this  section  puts  forward  some  suggestions  on  how  the  available  policy 
instruments could be activated to reach those goals and respond to the sustainability 
challenge.  

5.1. 

Infrastructure: maintenance, development and integration of modal networks. 

63. 

35 

The  optimal  functioning  of  the  transport  system  requires  full  integration  and 
interoperability  of  the  individual  parts  of  the  network,  as  well  as  interconnection 
between  different  (modal)  networks.  Crucial  in  achieving  this  result  are  the  nodes, 

TRANSvisions: Report on Transport Scenarios with a 20 and 40 Year Horizon.  
http://ec.europa.eu/transport/strategies/doc/2009_future_of_transport/20030331_transvisions_task_1_fi
nal_report.pdf 

EN 

12 

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which are the logistics centres of the network and offer connectivity and choice for 
both freight and passenger transport. Intermodal and transhipment platforms should 
be  promoted  and  developed  where  there  is  a  potential  for  consolidation  and 
optimisation of passenger and freight flows. This will typically be the case in areas 
with a high activity of passengers and freight transport, i.e. in urban areas, and where 
high volume corridors are intersecting. 

Well focused infrastructure expansion will help avoiding congestion and time losses. 
In  this  respect,  infrastructure  needs  to  be  carefully  planned  and  prioritised  with  a 
view to optimising transport chains and the overall transport network. In addition to 
the removal of bottlenecks, it will be essential to identify green corridors in order to 
reduce  congestion  and  environmental  pollution.  Infrastructure  projects  include  the 
European  global  navigation  satellite  systems  (Galileo  and  EGNOS),  which  will 
complement the ‘traditional’ networks and improve their exploitation. 

Drawing  from  the  experience  provided  by  the  application  of  the  EIA  and  SEA 
Directives36, common  methodologies and similar assumptions should be adopted in 
the  appraisals  of  infrastructure  projects  across  modes  and,  possibly,  countries37. 
Common data and indicators are needed, starting by those on traffic and congestion. 
This  will  help  selecting  projects  on  the  basis  of  comparable  cost-benefit  ratios  and 
taking  all  relevant  elements  into  account:  socio-economic  impacts,  contribution  to 
cohesion and effects on the overall transport network. 

New  infrastructure  is  costly  and  making  the  optimal  use  of  existing  facilities  can 
already achieve a lot with more limited resources. This requires proper management, 
maintenance, upgrading and repair of the large infrastructure network that has so far 
given  Europe  a competitive advantage. Upgrading the  existing  infrastructure – also 
through intelligent transport systems – is in many cases the cheapest way to enhance 
the overall performance of the transport system. 

Up till now, infrastructure has been mainly designed for joint usage by passenger and 
freight vehicles, but the growth in traffic and the related congestion, especially in and 
around  cities,  has  led  to  frictions  between  passenger  and  freight  transport.  Where 
justified  by  traffic  volumes,  the  possibility  to  provide  dedicated  infrastructures  for 
passenger  and  freight  should  be  considered,  either  in  the  form  of  dedicated  freight 
corridors  or  by  setting  ‘smart’  priority  rules.  In  general,  a  more  efficient  use  of 
infrastructure can be obtained when users have similar profiles (loads, speeds, etc).  

Thanks to Europe’s long coast-line and large number of ports, the maritime sector is 
a  valuable  alternative  to  land  transport.  The  full  implementation  of  the  European 
Maritime Space without Barriers38 and the maritime transport strategy for 201839 can 
make the ‘motorways of the sea’ a reality and exploit the potential of intra-European 

Directive  on  Strategic  Environmental  Assessment  (2001/42/EC)  and  Directive  on  Environmental 
Impact Assessment (85/337/EEC, as amended by Directives 97/11/EC and 2003/35/EC). 
In this context, the Commission will adopt environmental guidelines for ports expansion as foreseen in 
the Integrated Maritime Policy Blue Paper (COM(2007) 575). 
COM(2009) 10 and COM(2009) 11. 
COM(2009)  8,  "Strategic  goals  and  recommendations  for  the  EU’s  maritime  transport  policy  until 
2018". 

64. 

65. 

66. 

67. 

68. 

36 

37 

38 
39 

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13 

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short sea shipping. Logistics operations using synergies between sea and rail and/or 
river also have great potential for development. 

69. 

Information systems are  essential in overseeing complex transport  chains involving 
several  actors,  as  well  as  in  informing  transport  users  of  available  and  alternative 
options and of possible disruptions. Transport documents and tickets should be made 
electronic and multi-modal, while preserving privacy of personal data. Questions of 
liability, dispute settlement and complaints handling across the whole transport chain 
should be clarified and streamlined. ICT solutions should be developed as a support 
for better management and integration of transport flows. 

5.2. 

Funding: finding the resources for sustainable transport 

70. 

71. 

72. 

73. 

The transition towards a low carbon economy will impose a substantial overhaul of 
the  transport  system.  This  will  require  considerable  and  well  coordinated  funding, 
but  the  necessary  resources  will  be  difficult  to  find:  the  current  economic  crisis  is 
putting  public  finances  under  pressure  and  is  likely  to  be  followed  by  a  phase  of 
budgetary  consolidation.  Ageing  will  increasingly  absorb  public  funds  for  pensions 
and health care. 

Transport  generates  a  substantial  amount  of  revenues  for  public  budgets.  Energy 
taxes  amount  to  1.9%  of  GDP,  most  of  them  coming  from  fuel  taxes  on  road 
transport  and  the  private  car.  A  further  0.6%  of  GDP  is  collected  in  the  form  of 
vehicle taxes40. In addition to taxes, there are also tolls and charges for infrastructure 
use.  Transport  users,  thus,  already  pay  a  significant  amount,  but  the  price  they  pay 
often bears little connection to the real costs on society of their choices. 

Investment  in  transport  infrastructure  is  mainly  financed  with  public  funds,  which 
often also cover around 50% of operating costs of public transport services. The use 
of public funding in addition to ‘user-pays’ sources is justified on the basis of wider 
socio-economic  benefits  (e.g.  regional  development,  public  goods).  These  benefits 
should  be  assessed  through  project  appraisal  methods  progressively  harmonised  at 
EU  level.  Total  infrastructure  costs  in  road  transport  –  that  is  fixed  cost  plus 
maintenance – are estimated at about 1.5% of GDP41. 

According  to  the  available  estimates  –  which  refer  to  road  transport  –  the  most 
common external costs reach 2.6% of GDP42. These costs are generically paid by all 
citizens, thus not in ways that are related to the externalities: the incentive effect and 
the  benefits  of  price  signals  are  lost.  The  Treaty  principle  that  the  polluter  should 
pay43 is not respected in all cases.  

74. 

The  Commission  proposed  last  year  a  stepwise  strategy  for  the  internalisation  of 
external  costs  in  all  transport  modes44,  which,  contemplates,  among  others,  the 

40 

41 
42 

43 
44 

Eurostat (2008), Taxation trends in the European Union, 2008 edition. 
European Commission, Excise Duty Tables, Tax Receipts – Energy products and Electricity, July 2008. 
Cf. Project UNITE for EC 5th FP, by C. Nash et al., ITS University of Leeds.  
See  footnote  41.  The  calculation  includes  the  costs  of  congestion,  accidents,  air  pollution,  noise  and 
global warming. 
Article 174(2) of the EC Treaty. 
COM(2008) 435. 

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inclusion  of  aviation  in  the  EU  Emission  Trading  Scheme  from  201245  and  the 
introduction of internalisation charges for heavy goods vehicles. Where appropriate, 
action  from  Member  States  and  international  organisations  should  complement  this 
strategy and ensure that users’ costs include relevant externalities for all modes and 
vehicles.  The  development  of  technology  –  for  example  on-board  units  and  global 
positioning  systems  for  tolling  –  will  facilitate  the  future  implementation  of  this 
strategy.  Internalisation  charges  to  complement  revenues  from  energy  taxation  are 
likely  to  be  necessary  in  any  event,  since  excise  duties  on  oil  derivatives  will 
presumably decline with wider diffusion of vehicles running on alternative sources of 
energy. 

It  is  also  predictable  that  the  transport  sector  has  to  become  increasingly  self-
financing also in relation to infrastructure. Congestion charges, which represent the 
cost of infrastructure scarcity, can give a good indication of the needs for additional 
capacity  and  can  provide  funding  for  expansion  of  infrastructure  or  for  alternative 
transport solutions.  

Technology:  how  to  accelerate  the  transition  to  a  low-carbon  society  and  lead 
global innovation 

Science  and  industry  are  already  very  active  in  searching  solutions  for  transport 
safety,  fuel  dependency,  vehicle  emissions  and  network  congestion.  In  view  of  the 
mentioned trends in world population and global car ownership, there is a compelling 
need for a technological shift towards lower and zero-emission vehicles and for the 
development of alternative solutions for sustainable transport. Europe must pave the 
way  to  sustainable  mobility,  where  possible  providing  solutions  that  are  valid  on  a 
global scale and that can be exported to other regions of the world. 

For  promising  technologies,  the  necessary  framework  conditions  to  introduce  them 
commercially on the market have to be put in place by policy makers without giving 
undue advantage to any specific technology. This requires, in particular, setting open 
standards,  ensuring  interoperability,  increasing  R&D  expenditures  for  technologies 
that are not yet mature for market application, defining a clear legal and regulatory 
framework  –  e.g.  for  liability  and  privacy  issues  –  and  promoting  best  practice 
examples.  

The  most  important  policy  instrument  will  probably  be  standard  setting.  The 
transition to a new and integrated transport system will only be quick and successful 
if open standards and norms for new infrastructure and vehicles and other necessary 
devices  and  equipment  are  introduced.  The  standard  setting  should  aim  at 
interoperable,  safe  and  user-friendly  equipment.  This  is  not  only  important  for  the 
internal market, but also to foster European standards on an international scale. The 
developments of Intelligent Transport Systems or of alternative vehicles propulsion 
systems  could  provide  a  success  comparable  to  that  of  GSM  technology.  Policy 
makers  must,  however,  ensure  that  the  standard  setting  process  avoids  the 
introduction  of  barriers  to  market  entry  and  to  the  development  of  alternative 
technologies. 

75. 

5.3. 

76. 

77. 

78. 

45 

A Commission proposal on aviation activities was made in 2006 and the resulting Directive adopted in 
November 2008. 

EN 

15 

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79. 

5.4. 

80. 

81. 

82. 

83. 

Another  policy  instrument  is  to  foster  R&D  expenditures  towards  sustainable 
mobility,  for  example  through  the  European  Green  Cars  Initiative46  and  Joint 
Technology Initiatives47.  New transport systems  and vehicle technologies will have 
to  be  first  implemented  as  demonstration  projects,  to  assess  their  feasibility  and 
economic viability. Public intervention would also be needed at various stages of the 
development of the infrastructure that supports new vehicles, for example smart grids 
for  electric  transport  or  hydrogen  distribution  networks.  Much  work  remains  to  be 
done  to  speed  up  the  integration  of  already  available  applications  in  our  transport 
system. Finally, state aid rules will also be an important policy instrument to favour 
the development of new technologies and of alternative modes of transport. 

The  legislative  framework:  further  promoting  market  opening  and  fostering 
competition 

The  EU  has  embarked  in  a  market  opening  process  which  has  already  proved 
successful where more advanced. As a result, a growing number of firms are active 
across  national  markets  and  different  modes,  which  benefits  overall  economic 
performance and employment in the EU. Partially open markets, however, carry the 
risk  that  operators  acting  in  protected  environments  subsidise  their  operations  in 
liberalised markets. 

The completion of the internal market with a strong enforcement of competition rules 
is  essential.  It  should  also  include  administrative  simplification  aiming  at  reducing 
unnecessary burdens on transport companies. On the basis of the achievements in the 
field  of  air  and  road  transport,  new  rules  for  opening  up  the  markets  coupled  with 
effective enforcement of existing legislation will be particularly important in the rail 
sector.  

At  the  same  time,  the  regulatory  framework  needs  to  evolve  towards  harmonised 
environmental  obligations,  effective  supervision,  uniform  protection  of  workers 
conditions and users’ rights. The legislative framework will need to make sure that 
competition not only takes place on a level playing field, but also does not sacrifice 
safety  and  security  standards,  working  conditions  and  the  rights  of  customers,  with 
particular  care  of  those  with  limited  mobility  and  special  needs.  At  the  same  time, 
environmental  standards  must  converge  ‘upwards’  rather  than  on  the  minimum 
common denominator.  

Large logistics multimodal operators have the know-how and the resources to carry 
out investments involving advanced technologies and to participate in public-private 
partnership (PPP) projects, but public authorities must ensure that third-party access 
to infrastructure is not precluded. The possible creation of transnational infrastructure 
managers  would  be  a  welcome  development  that  may  reduce  frictions  which 
currently still exist. 

46 
47 

COM(2008) 800. 
As  an  example,  the  new  Joint  Technology  Initiative  "CLEAN  SKY"  is  expected  to  develop 
breakthrough  technologies  significantly  reducing  the  impact  of  air  transport  on  environment.  It  will 
bring together EU-funded projects and major industrial stakeholders.  

EN 

16 

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5.5. 

Behaviour: educate, inform and involve 

84. 

85. 

86. 

Education, information and awareness raising campaigns will play an important role 
in  influencing  future  consumer  behaviour  and  facilitating  sustainable  mobility 
choices. Transport policies have a very direct impact on peoples’ lives and tend to be 
highly  controversial:  citizens  should  be  given  better  information  on  the  reasoning 
behind policy decisions and on the available alternatives. A better understanding of 
the challenges ahead is a precondition for public acceptance of the solutions. 

Greater  public  involvement  in  transport  planning  can  be  ensured  by  recourse  to 
participatory  instruments,  namely  open  consultations,  surveys  and  stakeholders’ 
representation in decision processes. 

Transport workers and the sectoral social partners should be informed and consulted 
on  the  development,  application  and  monitoring  of  transport  policy  and  related 
measures, both at sectoral and at enterprise level. 

5.6. 

Governance: effective and coordinated action 

87. 

88. 

The  transport  system  involves  complex  interactions  among  political,  economic, 
social and technical factors. The sector can only thrive if policy makers are capable 
of  providing  sound  planning,  adequate  funding  and  a  proper  regulatory  framework 
for market operators.  

This  is  a  challenging  task  since  it  requires  policy  co-ordination  between  different 
bodies  and  at  different  levels.  The  ETP  is  a  particular  point  in  case:  its  success 
depending  to  a  large  extent  on  how  it  is  implemented  and  complemented  by 
measures decided at other levels of government. There are at least two areas in which 
the  benefits  of  effective  coordinated  action,  beyond  what  is  currently  done  at  EU 
level, are worth emphasising: 

–  Standards  and  interoperability.  Many  new  technologies  and  regulatory 
practices  will  develop  in  the  next  few  years  to  address  transport  challenges. 
Coordination  will  be  needed  to  ensure  equipments’  interoperability  and  to  avoid 
the  proliferation  of  different  systems  at  national  level,  for  example  rules  and 
standards for tolling, for ITS or for access to congested areas. 

–  The  urban  challenge.  For  subsidiarity  reasons,  the  EU  role  in  regulating  urban 
transport is limited. On the other hand, most transport starts and ends in cities and 
interconnection and standardisation issues do not stop at city limits. Cooperation 
at  EU  level  can  help  urban  authorities  in  making  their  transport  systems  more 
sustainable.  There  are  a  range  of  activities  and  fields  where  the  EU  can  set 
examples  and  continue  to  promote  and  support  demonstration  projects  and  the 
exchange  of  best  practices,  notably  through  the  7th  Framework  Programme  and 
Cohesion  Policy  programmes.  Moreover,  the  EU  can  provide  a  framework  in 
which it will be easier for local authorities to take measures. 

5.7. 

The external dimension: the need for Europe to speak with one voice. 

89. 

The transport sector is increasingly international. The ETP needs therefore to project 
internationally  so  to  ensure  further  integration  with  the  neighbouring  countries  and 
advance Europe’s economic and environmental interests in the global context. 

EN 

17 

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90. 

91. 

92. 

6. 

93. 

94. 

48 

49 

Closer  economic  integration  and  migration  flows  from  neighbouring  countries  and 
the African continent will be one of the key challenges that Europe will have to face 
in the future. International transport co-operation aiming at establishing the necessary 
interconnection  of  the  major  transport  axes  of  these  regions  should  be  further 
promoted, helping in ensuring sustainable development in the neighbouring countries 
and in the African continent. 

Indeed,  the  development  of  the  South  East  Europe  Core  Regional  Network  as  a 
precursor of the TEN-T is crucial for the stability and economic prosperity of South 
East  Europe  and  will  strengthen  also  the  links  with  the  candidate  and  potential 
candidate countries from the region. Moreover, the European Neighbourhood Policy 
(ENP)  Action  Plans,  as  well  as  bilateral  Partnership  and  Cooperation  Agreements, 
include  substantial  sections  on  transport  policy  cooperation,  including  to  varying 
degrees  the  adoption  by  ENP  countries  of  EU  transport  legislation.  The  EU’s 
transport  relations  with  eastern  ENP  countries,  as  well  as  Belarus,  also  include 
ambitious plans for the extension of the TEN-T network 

On a global scale, the EU is already now a major standard setter. To name but a few 
examples, EURO emission standards for road vehicles and the European Rail Traffic 
Management System (ERTMS) are increasingly being adopted also outside Europe. 
These developments need to be supported in international forums. The international 
role  of  the  EU  is  particularly  important  for  maritime  and  air  transport,  which  are 
intrinsically global industries. To maintain a prominent position in these markets in 
the next 40 years, Europe needs to speak with one voice in those instances that bring 
together governments, industry representatives and regulators at a global level. 

WHAT COMES NEXT? 

The  Commission  encourages  all  interested  party  to  contribute  to  the  consultation 
exercise launched by the present Communication48. Views on the future of transport 
and  on  possible  policy  options  should  be  submitted  to  the  mailbox:  tren-future-of-
transport@ec.europa.eu by 30 September 200949. 

The results of the above mentioned consultations will be presented at a stakeholder 
conference in autumn 2009. On the basis of the feedback received from stakeholders 
and  from  the  European  Parliament  and  the  Council,  the  Commission  will  issue  in 
2010 a White Paper which will set out the policy measures to be adopted in the next 
decade 2010-2020. 

Guidance  on  how  to  respond  to  the  consultation  will  be  available  on  DG  TREN's  website: 
http://ec.europa.eu/transport/strategies/2009_future_of_transport_en.htm  
Contributions  will  be  published  on  the  Internet.  It  is  important  to  read  the  specific  privacy  statement 
attached to this consultation for information on how your personal data and contribution will be dealt 
with.  Professional  organisations  are  invited  to  register  in  the  Commission's  Register  for  Interest 
Representatives. (http://ec.europa.eu/transparency/regrin). This Register was set up in the framework of 
the  European  Transparency  Initiative  with  a  view  to  provide  the  Commission  and  the  public  at  large 
with information about the objectives, funding and structures of interest representatives. 

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