COMMUNICATION FROM THE COMMISSION TO THE EUROPEAN PARLIAMENT, THE COUNCIL, THE EUROPEAN ECONOMIC AND SOCIAL COMMITTEE AND THE COMMITTEE OF THE REGIONS Greening Freight Transport
Date: 2023-07-11
Institutions: Directorate-General for Mobility and Transport, European Commission
Subjects: air transport, carriage of goods, combined transport, common transport policy, environmental impact, inland waterway transport, land transport, reduction of gas emissions, sustainable mobility, transport infrastructure

EN 

  EN 

   EUROPEAN COMMISSION  Strasbourg, 11.7.2023  COM(2023) 440 final  COMMUNICATION FROM THE COMMISSION TO THE EUROPEAN PARLIAMENT, THE COUNCIL, THE EUROPEAN ECONOMIC AND SOCIAL COMMITTEE AND THE COMMITTEE OF THE REGIONS Greening Freight Transport  
 
 
1.  Introduction 

Freight  transport is  the  backbone of our  single  market and  an enabler of our trade with  the 
rest of the world. From the transport of raw materials to the delivery of parcels to our door, 
logistics chains drive economic growth and job creation, generating new opportunities for EU 
businesses, while offering consumers a wide choice of products and transport services.  

As  our  economy  grows,  freight  volumes  are  projected  to  rise.  And  as  transport  of  freight 
accounts for over 30% of transport CO2 emissions1 and is an important source of air pollutant 
emissions2,  the  decarbonisation  of  freight  is  vital  to  us  delivering  on  our  climate  and 
environmental objectives as set out in the European Green Deal. This is why the Sustainable 
and Smart Mobility Strategy3 made “Greening Freight” one of its flagship initiatives. 

The Sustainable and Smart Mobility Strategy is our roadmap to making all transport modes 
more sustainable, making sustainable alternatives widely available in a multimodal transport 
system,  and  putting  the  right  incentives  in  place  to  drive  the  transition.  The  Zero  Pollution 
Action  Plan4  further  underscored  the  need  to  invest  in  more  sustainable  transport  and 
mobility to deliver on the zero pollution ambition. The Commission has already put forward 
several initiatives to support the  greening of freight transport, with  a focus on making each 
transport  mode  more  sustainable  in  terms  of  vehicle  efficiency  and  emissions,  using 
sustainable fuels and making available the recharging and refuelling infrastructure needed to 
decarbonise transport across modes (Fit for 55 package). A further focus is on ensuring that 
our  TEN-T  infrastructure  is  fit  for  our  environmental  objectives  (Efficient  and  Green 
Mobility package).  

However,  more  can  and  must  be  done,  and  that  is  the  focus  of  the  initiatives  in  the 
Commission’s  Greening  Freight  Package.  Unnecessary  regulatory  obstacles  continue  to 
undermine  the  efficiency  of  European  freight,  limiting  the  scope  for  emissions  reductions. 
Improving operational efficiency, both within the modes and at the system level, is therefore 
one  of  the  cost-effective  methods  to  greening  freight  transport.  The  ambition  of  shifting  to 
more sustainable and energy-efficient forms of transport such as rail and inland waterways by 
boosting their attractiveness  is  key  to  ensuring a  more future-proof  freight  transport.  Under 
the right conditions, digitalisation can create a win-win solution: improving performance and 
working conditions while reducing negative environmental impacts5.  

Russia’s  war  of  aggression  against  Ukraine  has  further  heightened  the  urgency  of 
decarbonising European freight transport, which still largely relies on fossil fuels. Improving 
its  operational  efficiency  will  help  make  the  transport  sector  more  resilient  in  terms  of 
resources  and  will  consequently  do  the  same  for  our  single  market.  The  Commission  will 
continue  to  focus  on  cutting  freight  transport’s  reliance  on  fossil  fuels,  by,  for  instance, 
shifting  to  zero-  and  low-emission  vehicles,  vessels  and  planes,  while  also  promoting  the 

1 Estimate based on PRIMES model, developed and maintained by E3Modelling. 
2 Estimate based on PRIMES model, developed and maintained by E3Modelling. 
3  COMMUNICATION  FROM  THE  COMMISSION  TO  THE  EUROPEAN  PARLIAMENT,  THE  COUNCIL,  THE  EUROPEAN 
ECONOMIC  AND  SOCIAL  COMMITTEE  AND  THE  COMMITTEE  OF  THE  REGIONS  Sustainable  and  Smart  Mobility  Strategy  – 
putting European transport on track for the future (COM/2020/789 final). 
4  COMMUNICATION  FROM  THE  COMMISSION  TO  THE  EUROPEAN  PARLIAMENT,  THE  COUNCIL,  THE  EUROPEAN 
ECONOMIC AND SOCIAL COMMITTEE AND THE COMMITTEE OF THE REGIONS Pathway to a Healthy Planet for All EU Action 
Plan: 'Towards Zero Pollution for Air, Water and Soil' (COM/2021/400 final). 
5  For  example,  the  European  Green  Digital  Coalition  has  developed  a  methodology  to  assess  the  net  environmental  impact  of  digital 
solutions in transport (https://www.greendigitalcoalition.eu/). 

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removal of bottlenecks in various transport modes and encouraging the increased use of more 
energy-efficient  solutions.  The  recent  crises  have  shown  that  logistics  operators  can  adapt 
relatively  quickly  to  unexpected  circumstances.  However,  it  has  also  become  clear  that 
flexibility  depends  on  many  factors,  including  interconnectivity  between  transport  modes, 
existing  infrastructure  capacity  and  coordination  through  logistics  chains  to  optimise 
transport  flows,  as  well  as  an  appropriately  skilled  labour  force.  Flexible  inter-  and 
multimodality is key to achieving a resilient transport system capable of better responding to 
future crises.     

The Greening Freight Package and other upcoming initiatives  planned to be put forward by 
the  Commission  aim  at  improving  the  performance  of  freight  transport  by  introducing 
measures  to  increase  its  efficiency  and  overall  sustainability.  They  will  strengthen  the 
attractiveness and competitiveness of greener freight transport options, while promoting more 
sustainable transport choices.  

More precisely, in addition to this Communication, the Greening Freight Package consists of 
three legislative proposals adopted by the Commission on 11 July 2023: 

-  The revision of the Weights and Dimensions Directive (96/53/EC); 
-  A  draft  Regulation  on  the  use  of  railway  infrastructure  capacity  in  the  Single 

European railway area; 

-  A  draft  Regulation  for  a  harmonised  framework  for  greenhouse  gas  emissions 

accounting of freight and passenger transport services (CountEmissionsEU); 

and 

- 

the revision of the Combined Transport Directive (92/106/EEC), planned for adoption 
later this month.  

This  Communication  explains  how these measures fit within the existing policy framework 
and  with  other  upcoming  proposals  mentioned  below,  such  as  the  revision  of  the  River 
Information Services Directive or the revision of the Train Drivers Directive. All are geared 
towards putting in place the necessary infrastructure and vehicles as well as rules, financial 
support and incentives, while highlighting the critical role of transport workers in this historic 
transition. 

2.  Overall trends in European freight transport 

Freight  transport  activity  in  the  EU  in  2021  accounted  for  more  than  3 400  billion  tonne-
kilometres (tkm)6. Between 2010 and 2021, road and maritime transport grew by 19.5% and 
11.8 % respectively, while the overall freight transport activity growth  was 13 %. Over the 
same period, rail and inland waterways saw a 9.2 % increase and a 12.4 % drop respectively 
in tkm7.  

The freight modal split has only moderately changed over the last decade8. One of the reasons 
behind today’s modal composition is structural economic change in our single market, such 

6 This figure includes intra-EU air and sea transport but not transport activities between the EU and the rest of the world. 
7 Air freight transport accounted for 2.4 billion tkm in 2021, growing about 29 % from 2010. 
8 Maritime transport largely dominates extra-EU freight. Road represents half of the modal split for intra-EU freight, while the modal share 
of rail freight has decreased marginally from 12.4% in 2010 to 11.9 % in 2021. The (low) share of inland navigation also decreased from 
5.1% to 4%. 

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as  the  declining  importance  of  heavy  industry  in  the  EU,  the  rise  of  e-commerce,  and  the 
increased reliance of industrial actors on just-in-time deliveries which require fast, direct and 
reliable solutions. Ensuring seamless connections between different modes is therefore more 
important now than ever before, so that projected growth in freight transport goes as much as 
possible  via  sustainable  options  –  in  this  way  also  reducing  congestion  on  our  roads  and 
generating savings to society of the costs associated with it9. 

Moreover,  the  completion  of  the  Single  European  Rail  Area  is  taking  time,  and  while 
remarkable  progress  has  been  made,  in  particular  to  open  up  rail  freight  markets  to 
competition, interoperability issues still hold back significant growth. On the operations side, 
more flexibility in rail capacity planning and allocation is necessary to be able to respond to 
the  specific  needs  of  freight  transport.  In  addition,  the  availability  and  quality  of 
infrastructure  is  not  yet  what  is  needed  for  the  single  market  to  function  as  it  should;  the 
diverging  implementation  of  infrastructure  standards  is  preventing  the  operation  of  higher-
capacity freight trains and some notable gaps remain, such as cross-border missing links and 
lack of transhipment terminals. Addressing these gaps would also make the rail sector more 
resilient in the event of crises10.  

Europe’s freight transport sector has already had to step up its resilience in recent years. Put 
in  place  only  a  few  days  after  the  start  of  the  COVID-19  pandemic  in  Europe,  the  Green 
Lanes  ensured  uninterrupted  transport  services,  and  limited  disruptions  to  EU-wide  supply 
chains11.  In  doing  so,  they  reduced  the  impact  of  COVID-19  restrictions  and  supported 
economic  recovery  while  protecting  transport  workers'  health  and  safety.  EU  airports  also 
served  as  hubs  for  the  distribution  of  COVID-19  vaccines  across  the  Union  and  beyond12. 
Climate  change  and  extreme  weather  events  such  as  droughts,  heatwaves  and  floods  have 
also put severe pressure on the operation of various forms of freight transport.  

Russia’s  war  of  aggression  against  Ukraine  has  further  tested  the  resilience  of  European 
freight. At the same time, the sector responded robustly and successfully to the call for help 
from Ukraine after Russia blockaded its Black Sea ports. Thanks to the joint efforts by EU 
Member States, Ukraine, Moldova, international partners and the Commission, the Solidarity 
Lanes13  have  become  a  lifeline  for  Ukraine’s  economy  and  global  food  security,  and  the 
backbone of new connectivity with the EU. This connectivity is here to stay. 

Looking forward14, freight transport activity is projected to grow by around 25% by 2030 and 
50% by 2050, compared with 201515. This projected growth represents a significant challenge 
from  an  environmental  point  of  view  due  to  emissions  of  GHG,  air  pollutants  and  noise 
unless freight transport is made more sustainable.  

9 For instance, congestion costs for road transport are estimated at EUR 230 billion per year, or 1.8% of EU GDP  Source: SWD(2020) 331 
final. 
10 For example, this would ensure that alternative rail services can be more easily set up in the event of disruptions similar to the Rastatt 
incident  of  summer  2017.  On  12 August  2017,  the  collapse  of  the  Rastatt  tunnel  in  Germany  disrupted  international  rail  freight  traffic, 
closing the line until October 2017. A study carried out by stakeholder associations has estimated the losses at some EUR 2 billion. 
11  COMMUNICATION  FROM  THE  COMMISSION  on  the  implementation  of  the  Green  Lanes  under  the  Guidelines  for  border 
management measures to protect health and ensure the availability of goods and essential services (C(2020) 1897 final). 
12 Brussels Airport served as a hub for distribution of Pfizer vaccinations to Europe and worldwide. 
13  COMMUNICATION  FROM  THE  COMMISSION  TO  THE  EUROPEAN  PARLIAMENT,  THE  COUNCIL,  THE  EUROPEAN 
ECONOMIC  AND  SOCIAL  COMMITTEE  AND  THE  COMMITTEE  OF  THE  REGIONS  An  action  plan  for  EU-Ukraine  Solidarity 
Lanes to facilitate Ukraine’s agricultural export and bilateral trade with the EU (COM/2022/217 final). 
14 According to developments under current trends and policies (i.e. the baseline scenario). 
15 Estimates based on PRIMES model, developed and maintained by E3Modelling. 

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3.  Recent steps to make freight transport more sustainable 

The  2020  Sustainable  and  Smart  Mobility  Strategy  is  an  ambitious  roadmap  for  putting 
European transport firmly on the right track for the future. It sets a number of milestones on 
the path towards sustainable mobility, including for freight transport, such as increasing rail 
freight traffic by 50% by 2030, doubling rail freight traffic by 2050, and increasing transport 
by inland waterways and short sea shipping by 25% by 2030 and by 50% by 205016. 

Since  the  launch  of  the  Sustainable  and  Smart  Mobility  Strategy  in  December  2020,  the 
Commission  has  already  delivered.  The  ‘Fit  for  55’  package  of  2021  put  in  place  policies 
that will make individual modes more sustainable. Agreement between the co-legislators has 
been reached to  promote the uptake of sustainable fuels  in  aviation  (REFuelEU Aviation)17 
and  in  maritime  transport  (FuelEU  Maritime)18.  The  agreement  on  the  Alternative  Fuels 
Infrastructure  Regulation19  sets  a  minimum  floor  of  recharging  and  hydrogen  refuelling 
stations along the trans-European transport network (TEN-T) and in its urban nodes. Safe and 
secure parking areas, which are also suitable for recharging times, are key in this regard and 
the  Commission  reiterates  the  need  for  ambition  to  develop  such  safe  and  secure  parking 
areas  alongside  the  TEN-T  network.  In  addition,  the  agreement  on  the  Renewable  Energy 
Directive20  introduces more ambitious targets for the transport sector21. 

Furthermore, the proposed CO2 standards for heavy-duty vehicles22 as well as the proposed 
new Euro 7 emission standards23 will ensure that CO2 and other pollutant emissions from 
newly sold vehicles used for freight transport will be significantly lowered. In addition, the 
new  Euro  7  emission  standards  will  tackle  pollutant  emissions  from  brakes  and  tires, 
contributing  further  to  achieving  the  new  stricter  air  quality  standards  proposed  by  the 
Commission, notably in cities. 

The  need  to  put  in  place  modern  transport  infrastructure  and  relevant  traffic  management 
systems was addressed in the proposal to review the TEN-T Regulation24. For instance, the 
Commission has proposed to improve network quality standards, e.g. through the inclusion of 
a  new  infrastructure  standard  for  the  rail  loading  gauge  (P400)  and  through  operational 
targets  for  rail  freight  transport.  European  Rail  Traffic  Management  System  (ERTMS) 
deployment will be accelerated and should be completed by 2040, so that freight trains can 

16 Compared to 2015. 
17 Proposal for a REGULATION OF  THE EUROPEAN PARLIAMENT  AND OF  THE COUNCIL  on ensuring a level playing field for 
sustainable air transport (COM/2021/561 final). 
18 Proposal for a REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL on the use of renewable and low-carbon 
fuels in maritime transport and amending Directive 2009/16/EC (COM/2021/562 final). 
19 Proposal for a REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL on the deployment of alternative fuels 
infrastructure, and repealing Directive 2014/94/EU of the European Parliament and of the Council (COM/2021/559 final). 
20 Proposal for a DIRECTIVE OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL amending Directive (EU) 2018/2001 of the 
European Parliament and of the Council, Regulation (EU) 2018/1999 of the European Parliament and of the Council and Directive 98/70/EC 
of the European Parliament and of the Council as regards the promotion of energy from renewable sources, and repealing Council Directive 
(EU) 2015/652 (COM/2021/557 final). 
21  The  agreement  gives  the  possibility  for  Member  States  to  choose  between  a  binding  target  of  14.5%  reduction  of  GHG  intensity  in 
transport from the use of renewables by 2030 or or a binding share of at least 29% of renewables within the final consumption of energy in 
the transport sector by 2030. 
22 Proposal for a REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL amending Regulation (EU) 2019/1242 
as  regards  strengthening  the  CO₂  emission  performance  standards  for  new  heavy-duty  vehicles  and  integrating  reporting  obligations,  and 
repealing Regulation (EU) 2018/956 (COM/2023/88 final).  
23 Proposal for a REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL on type-approval of motor vehicles and 
engines  and  of  systems,  components  and  separate  technical  units  intended  for  such  vehicles,  with  respect  to  their  emissions  and  battery 
durability (Euro 7) and repealing Regulations (EC) No 715/2007 and (EC) No 595/2009. (COM/2022/586 final). 
24  Proposal  for  a  REGULATION  OF  THE  EUROPEAN  PARLIAMENT  AND  OF  THE  COUNCIL  on  Union  guidelines  for  the 
development  of  the  trans-European  transport  network,  amending  Regulation  (EU)  2021/1153  and  Regulation  (EU)  No 913/2010  and 
repealing Regulation (EU) 1315/2013 (COM/2021/812 final). 

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easily cross borders. The TEN-T core network corridors and the Rail Freight Corridors would 
be merged into nine ‘European Transport Corridors’ so that infrastructure planning meets the 
day-to-day  operational  needs  of  rail  freight.  For  inland  waterways  transport,  the  TEN-T 
revision  introduces  the  concept  of  ‘good  navigation  status’,  so  that  Member  States  ensure 
minimum  standards  for  European  waterways  based  on  reference  water  levels  for  a  defined 
number of days per year, while avoiding or mitigating environmental impacts and taking into 
account the objectives of achieving good water status under EU law.25   The TEN-T revision 
also  calls  for  more  transhipment  terminals  and  includes  targets  for  ensuring  sufficient 
terminal capacity, so that all modes can work together more effectively.  

The development of the TEN-T has been supported by the Connecting Europe Facility (CEF), 
the Cohesion policy and since 2021 also the Recovery and Resilience Facility (RRF). In the 
2014-2020  period,  CEF  Transport  contributed  EUR  23  billion  in  EU  grant  support  to 
transport  infrastructure  projects.  In  the  2021-2027  period,  CEF  Transport  has  already 
allocated EUR 13.1 billion of the total EUR 25.6 billion budget available. The great majority 
of the supported projects concerns sustainable modes of transport, such as railways, maritime 
transport  and  inland  waterways,  as  well  as  alternative  fuels  infrastructure  and  intelligent 
traffic  management  systems.  Overall,  approximately  80%  of  CEF  Transport  funding 
contributes  to  the  EU’s  climate  objectives  in  line  with  the  Green  Deal.  In  the  2021-2027 
period,  cohesion  policy  has  allocated  EUR  25.1  billion  to  supporting  TEN-T  –  more  than 
two-thirds of which to sustainable modes of transport. 

Progress has also been made to make sure that the ‘polluter pays’ and ‘user pays’ principles 
are  implemented  without  delay  in  all  transport  modes.  This  should  ensure  a  level  playing 
field  between  modes  and  build  the  business  case  for  freight  operators  to  choose  the  most 
sustainable  transport  option.  In  this  regard,  the  revised  Eurovignette  Directive26  now  in 
force is enabling more efficient and greener road charging rules. Under the proposed revision 
of  the  Energy  Taxation  Directive27,  the  Commission  has  also  proposed  updated  taxation 
rules  for  motor  fuels  that  take  into  account  their  environmental  performance.  Furthermore, 
the  extension  of  the  EU  Emissions  Trading  System  (ETS)  to  the  maritime  and  road 
transport sectors will ensure that the cost of the CO2 emissions is reflected in the final cost of 
these services, while the updated ETS rules for aviation will accelerate the implementation of 
the polluter pays principle by phasing out free allowances for the sector by 2026. 

4.  Further measures to green freight transport 

Despite the actions taken to date, freight transport still faces unnecessary regulatory obstacles 
and  is  let  down  by  market  failures.  This  also  slows  down  decarbonisation  and  reduction  of 
pollution  in  the  freight  transport  sector.  The  measures  put  forward  by  the  Commission  to 
green freight transport address these inefficiencies at both modal and system level. Thanks to 
a number of important supporting measures summarised below, the quality and availability of 
sustainable transport services will improve – to the benefit of all.  

4.1 Improving the operational efficiency of individual modes 

25 Directive 2000/60/EC of the European Parliament and of the Council of 23 October 2000 establishing a framework for Community action 
in the field of water policy. 
26  Directive  1999/62/EC  on  the  charging  of  heavy  goods  vehicles  for  the  use  of  certain  infrastructures  and  Directive  (EU)  2022/362 
amending Directives 1999/62/EC, 1999/37/EC and (EU) 2019/520, as regards the charging of vehicles for the use of certain infrastructures. 
27  Proposal  for  a  COUNCIL  DIRECTIVE  restructuring  the  Union  framework  for  the taxation  of  energy  products  and  electricity  (recast) 
(COM/2021/563 final). 

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Around 50% of volumes transported by rail freight are moved across borders (compared to 
7%  of  passenger  traffic)28,  giving  the  sector  a  clear  European  dimension.  However,  current 
rules  governing  network  capacity  management  and  allocation  do  not  work  well  and  are 
particularly  unfavourable  to  cross-border  and  freight  traffic.  In  broad  terms,  the  current 
process is annual, national and manual. The reliance on an annual timetabling exercise does 
not respond to the needs of different rail customers: stable timetables, early booking of tickets 
for  passengers  and  flexible  train  runs  adapted  to  just-in-time  supply  chains  for  freight 
shippers.  The  national  focus  and  lack  of  cross-border  coordination  often  results  in  cross-
border trains, many of which are for freight, wasting time at the border, while uncoordinated 
maintenance works on the national networks disrupt traffic more than necessary. Finally, the 
use  of  interoperable  digital  tools  to  manage  capacity  and  exchange  between  infrastructure 
managers and rail undertakings is still limited. 

The  Regulation  on  Rail  Freight  Corridors29  was  intended  to  address  some  of  these 
shortcomings,  but  its  evaluation30  showed  that  network  capacity  cannot  be  managed 
efficiently by distinguishing corridors from the rest of the network and by considering freight 
and  passengers  separately.  Thus,  the  Commission  is  now  proposing  measures  to  better 
manage  and  coordinate  international  rail  traffic31,  revising  the  entire  framework  for 
capacity management and consolidating it into one single legal text. Building on the industry-
led  Timetable  Redesign  project,  the  proposal  will  provide  infrastructure  managers  with 
greater  flexibility  for  both  longer-term  strategic  planning  and  shorter-term  allocation  of 
capacity. The result will be more efficient utilisation of rail capacity for all types of traffic. 
Cross-border coordination will also be improved, as infrastructure managers will be required 
to  establish  common  principles  and  procedures  and  consult  all  relevant  stakeholders  via 
structured  processes.  Greater  use  and  interoperability  of  digital  tools  will  be  promoted. 
Different  types  of  train  services  can  co-exist  on  the  rail  network,  but  this  needs  proper 
management  and  cooperation.  The  Commission’s  proposal  will  improve  cross-border 
coordination  in  particular,  thereby  facilitating  the  setting  up  of  new  cross-border  services 
including passenger night trains connecting Europe’s capitals and regions, and long-distance 
freight services.  

The proposal is expected to improve train punctuality and the reliability of rail services, and 
to  reduce  the  negative  impact  of  infrastructure  works  on  rail  traffic.  By  attracting  higher 
volumes  of  freight  to  rail,  it  will  also  bring  positive  environmental  impacts,  by  improving 
energy  efficiency  and  reducing  greenhouse  gas  and  pollutant  emissions,  road  accidents  and 
congestion. 

Revising  the  rules  on  the  certification  of  train  drivers  will  also  support  better  use  of 
capacity by rail freight. By further harmonising training and certification requirements across 
the EU, the revision will improve the mobility of train drivers across borders and encourage 
the uptake of digital technologies. The current rules often require trains to switch drivers at 
national borders; these additional border stops impact on efficiency, preventing optimum use 
of  rail  capacity,  increasing  journey  time  and  the  cost  of  cross-border  rail,  while  also 
undermining resilience to disruption within the system.  

28 In 2019. 
29 Regulation (EU) 913/2010 of 22 September 2010 concerning a European rail network for competitive freight. 
30 Evaluation of Regulation (EU) No 913/2010 of the European Parliament and of the Council of 22 September 2010 concerning a European 
rail network for competitive freight - Publications Office of the EU (europa.eu). 
31 COM(2023) 443. 

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The  deployment  of  digital  automatic  couplings  (DAC)  will  be  a  game-changer  for 
European rail freight. DAC has the potential to support faster and heavier trains. It can reduce 
terminal  turnaround  times  and  thereby  free  up  infrastructure  capacity,  while  also  ensuring 
more accurate freight localisation through its digital dimension, which is essential to enable 
better planning of logistics operations. DAC is thus expected to bring substantial benefits for 
the sector as a whole, in terms of both better capacity and lower costs. It is now time for the 
rail  freight  sector  and  Member  States,  with  the  support  of  the  relevant  EU  financial 
institutions,  to  find  new  funding  resources  to  make  DAC  a  European  reality.  The  EU  has 
already mobilised research and innovation funds to support the development of DAC – most 
notably via the European DAC delivery programme run by Europe’s Rail Joint Undertaking. 
National  promotional  banks,  commercial  banks  and  possibly  institutional  investors  (e.g. 
pension funds, insurers) could be mobilised to support investment needs, while the European 
Investment Bank has made investing in rail one of its priorities, including the deployment of 
new  technologies.  The  Commission,  with  the  help  of  Europe’s  Rail  Joint  Undertaking,  is 
developing a comprehensive migration strategy to coordinate deployment.  

Like rail freight, and as underscored by the NAIADES III Action Plan32, inland navigation 
also  needs  a  serious  boost.  Digitalisation  is  key  to  improving  the  efficiency,  reliability  and 
competitiveness  of  navigation  and  traffic  management,  and  also  to  better  integrating  the 
sector into broader multimodal chains, and lowering emissions. At the same time, the further 
development of inland navigation needs to take into account relevant EU environmental rules 
with an impact on inland waterways. While the River Information Services Directive (RIS 
Directive)  has  increased  the  operational  efficiency  of  inland  waterway  services  by 
harmonising  them  at  the  EU  level,  there  is  still  room  for  improvement.  The  degree  of 
harmonisation  achieved  differs  between  RIS  technologies,  the  update  and  adoption  of 
technical  standards  is  still  too  slow,  and  digital  tools  could  be  used  more  effectively.  The 
upcoming revision of the RIS Directive is intended to address these shortcomings 

At the same time, more efficient road transport will remain essential for freight flows and in 
particular last-mile deliveries.  It is therefore key to bring down emissions from road freight 
services, as HDVs are still responsible for around 28% of road transport CO2 emissions33 and 
a  significant  source  of  air  pollution34.  The  shift  to  the  deployment  of  alternatively  fuelled 
HDVs,  in  particular  zero-emission  HDVs,  is  happening  but  will  take  time,  even  under  the 
proposed CO2 performance standards  for trucks. More needs to  be done  to generate  energy 
savings  and  efficiency  gains.  The  patchwork  of  diverging  national  rules  and  standards, 
together with  the legal  uncertainty regarding the  rules applicable to  cross-border operations 
by certain types of vehicles, are also  slowing the transition to zero-emission vehicles. They 
are deterring the sector from using solutions that could lower the environmental impact per 
tonne-kilometre  transported,  such  as  the  European  Modular  System,  if  the  solutions  are 
agreed by neighbouring Member States.  

32  COMMUNICATION  FROM  THE  COMMISSION  TO  THE  EUROPEAN  PARLIAMENT,  THE  COUNCIL,  THE  EUROPEAN 
ECONOMIC AND SOCIAL COMMITTEE AND THE COMMITTEE OF THE REGIONS NAIADES III: Boosting future-proof European 
inland waterway transport (COM/2021/324 final). 
33 Source : EU transport in figures, Statistical pocketbook 2022.  
34 HDVs also account for 34% of road transport nitrogen oxide emissions in 2020 and are a source of other air pollutants such as particulate 
matter, which is a concern in particular for transport operations in and close to urban centres.   

7 

 
 
 
 
 
 
                                                           
The  revision  of  the  Weights  and  Dimensions  Directive  (WDD)35 will  help  make  road 
transport more efficient and sustainable in a number of ways. First, it will support a transition 
to zero-emission HDV fleets through incentives, such as enabling additional loading capacity 
for  HDVs  with  zero-emission  powertrains.  It  will  ensure  that  investment  in  zero-emission 
powertrains not only prevents the loss of loading capacity but may also lead to an increase in 
payload,  should  zero-emission  technologies  become  lighter  or  smaller.  Second,  the  revised 
Directive will also address the inefficiencies generated by the current rules. By harmonising 
rules  on  the  use  of  longer  and/or  heavier  commercial  vehicles  in  cross-border  operations 
where such vehicles are allowed to travel in the territories of neighbouring Member States, it 
will  remove  administrative  barriers  to  cross-border  transport  operations,  improving  their 
operational  and  environmental  efficiency.  Third,  it  will  strengthen  enforcement  and 
monitoring,  by  mandating  the  use  of  weighing  mechanisms  built  into  road  infrastructure  to 
detect  automatically  overloaded  vehicles  and  by  promoting  further  work  on  Intelligent 
Access  Policy  schemes.  It  is  important  to  ensure  that  the  right  truck  with  the  right  cargo 
operates  on  the  right  road  at  the  right  time  as  this  would  help  reduce  the  impact  on 
environment, infrastructure, human health and safety, and society.  

The upcoming Roadworthiness Package will reinforce the efforts to reduce air pollutant and 
noise emissions in the road sector, with measures allowing for better emission testing during 
periodic  technical  inspections  and  at  roadside  checks,  while  the  upcoming  revision  of  the 
EU rules on end-of-life vehicles and on the type-approval of motor vehicles with regard to 
their  reusability,  recyclability  and  recoverability36  will  for  the  first  time  include  lorries  and 
trailers. 

 4.2  

Improving the operational efficiency of freight transport at the system level 

Sustainable  freight  transport  must  be  multimodal:  it  should  combine  the  strengths  of 
individual modes, such as the environmental performance and energy savings per tkm of rail 
and  inland  waterway  transport,  with  the  flexibility  and  reliability  of  road  transport.  This  is 
complicated by the scarcity of infrastructure, in particular appropriate multimodal terminals. 
But  achieving  multimodality  holds  the  promise  of  better  services  for  consumers  and 
businesses, greater environmental performance and lower costs.  

Internalising external costs will lead to polluters and users taking responsibility for the costs 
they generate and making choices that are also better for society. Until this internalisation of 
costs is achieved37, non-road and intermodal transport – involving rail, inland waterways and 
short sea shipping, in  combination with limited road legs  – need support to ensure they are 
price-competitive with road operations. The revision of the Combined Transport Directive 
(CTD)  would  aim  to  make  intermodal  transport  more  competitive.  The  Commission  will 
consider the possible inclusion of a range of regulatory, operational and economic measures, 
such  as  ensuring  that  the  road  legs  of  international  intermodal  operations  get  the  same 
treatment  as  international  road  operations  when  using  non-resident  hauliers.  Boosting 
intermodal transport can increase the operational and energy efficiency of the freight system 
while providing ‘door-to-door’ services of similar quality to road-only transport. A complete 

35 COM(2023) 445. 
36 Directive 2000/53/EC and Directive 2005/64/EC. 
37 The Sustainable and Smart Mobility Strategy announced that “The Commission will therefore pursue a comprehensive set of measures to 
deliver fair and efficient pricing across all transport modes. Emission trading, infrastructure charges, energy and vehicle taxes must come 
together in a mutually compatible, complementary and coherent policy.” 

8 

 
 
 
 
 
 
                                                           
overhaul of the principles is proposed, where intermodal operations  that will be covered by 
the  revised  CTD  would  be  defined  in  terms  of  external  costs  savings,  thus  facilitating  the 
operations that contribute the most to sustainable freight transport. Member States’ support to 
intermodal transport covered by the CTD will also have to comply with State aid rules. 

The  revision  of  the  Weights  and  Dimensions  Directive  provides  additional  incentives  to 
intermodal  transport  by  enabling  additional  loading  capacity  for  HDVs  involved  in 
intermodal  operations  and  to  non-containerised  intermodal  transport.  The  revision  planned 
for adoption this summer of the rail Technical Specifications for Interoperability will also 
support intermodal operations by improving interoperability between rail and road. The work 
of the European Union Agency for Railways (ERA) to remove obsolete national rules will 
remain paramount for the completion of a Single European Rail Area.  

Providing reliable and comparable information about the carbon footprint of freight services 
to businesses and consumers can go a long way towards encouraging them to opt for greener 
transport  solutions  –  without  implications  for  the  public  purse.  At  the  same  time,  greater 
transparency on the environmental performance of transport services can be a very powerful 
tool  not  only  to  stimulate  behavioural  change  in  the  market  but  also  to  support  investment 
decisions of transport service organisers and operators to reduce emissions and costs. 

CountEmissionsEU38  establishes  a  common  framework  to  calculate  the  door-to-door  well-
to-wheel greenhouse gas (GHG) emissions of transport services, based on an internationally 
accepted  standard39.  Reliable  GHG  emissions  data  will  enable  transport  operators  to 
effectively benchmark their services, and consumers – be they businesses or individuals – to 
make  informed  choices  about  the  least  carbon  intensive  transport  or  delivery  options. 
Companies  calculating  these  emissions  will  be  required  to  use  and  to  rely  on  the  common 
framework  when  they  choose  to  publish  them  or  share  with  business  partners  or  individual 
transport users.  

As highlighted in the Sustainable and Smart Mobility Strategy, future mobility should offer 
paperless  options  in  all  modes,  for  professionals  and  individual  drivers  alike.  Digitalisation 
can also help reduce administrative burdens and lead to the creation of new business models. 
Sharing relevant data and information can significantly enhance the operational efficiency of 
multimodal  logistics  chains  by  making  it  possible  for  users  to  track,  trace  and  plan  their 
shipments. Availability of electronic certificates and freight transport information would also 
facilitate  digital  enforcement.  Implementing  the  Regulation  on  Electronic  Freight 
Transport  Information  will  create  an  EU-wide  network  of  certified  digital  platforms  for 
exchanging cargo-related B2A information. In the future it could also be used for other B2A 
exchange  (e.g.  driver,  operator  and  vehicle-related  information),  as  well  as  for  supporting 
B2B  communication.  The  European  Maritime  Single  Window  environment  Regulation 
will have a major role in improving the efficiency of short sea shipping, which suffers from 
burdensome,  inconsistent  reporting  obligations  between  port  calls.  Both  regulations  are 
currently being implemented and are expected to become applicable in 2025. 

Good  progress  has  already  been  made  under  the  Digital  Transport  and  Logistics  Forum, 
which is working on a concept and tools for a wider multimodal data-exchange framework. 

38 COM(2023) 441. 
39 
https://www.iso.org/standard/78864.html. 

ISO  14083:2023;  Quantification  and  reporting  of  greenhouse  gas  emissions  arising  from 

transport  chain  operations; 

9 

 
 
 
 
 
 
 
                                                           
The  upcoming  Communication  on  European  Mobility  Data  Space  will  set  out  the 
Commission’s plans in this regard. 

5.  Investing in the green transformation of freight 

The  transition  is  already  under  way  in  the  sector  and  the  Commission  fully  recognises  that 
this transition is major – and so are the investment needs. The additional private and public 
investment  needs  required  to  prepare  transport  for  a  sustainable  future  are  estimated  at 
EUR 205 billion per year between 2021 and 2030 compared with the previous decade40. The 
challenge is therefore to combine in a sound manner public and private investments, notably 
using financial instruments (including conditions for loans and for blending grants and loans) 
to  ensure  the  quick  deployment  of  recharging  and  other  alternative  fuels  infrastructure,  as 
well  as  the  renewal  of  vehicle  fleets,  especially  by  bridging  the  gap  faster  between  the 
purchase prices of fossil-fuelled and zero-emission vehicles, planes and vessels, reducing the 
total cost of ownership of the latter. More cooperation and follow-up at EU level is needed. 
The Commission will – within the Sustainable Transport Forum – bring together the relevant 
market  actors  from  transport  and  energy  to  approach  the  total  investment  challenge  for 
sustainable freight transport in a comprehensive manner.  

The  electrification  of  freight,  for  example,  requires  a  coordinated  sector  integration41.  The 
TEN-E  Regulation42  stresses  the  importance  of  cross-border  smart  electricity  grids,  giving 
particular  attention  to  the  role  they  can  play  in  enabling  the  integration  of  both  sectors  for 
example via cross-border high-capacity recharging networks along highways. Promoting such 
synergies  between  the  transport  and  electricity  sectors,  as  well  as  promoting  a  more 
sustainable  and  electrified  system,  requires  a  substantial  upgrade  of  the  EU  electricity 
networks. Already by 2030, EUR 584 billion investments are required to cover the needs in 
EU electricity grids.  

On the public investment side, the Commission will continue to mobilise EU programmes 
(Connecting  Europe  Facility,  InvestEU,  Horizon  Europe,  as  well  as  regional  and  cohesion 
funds)  to  support  the  greening  of  freight.  They  will  address  infrastructure  bottlenecks  and 
support  digitalisation  and  innovation.  For  instance,  the  setting  up  of  Europe’s  Rail  Joint 
Undertaking under Horizon Europe shows the EU’s commitment to research and innovation 
in  rail.  Building  on  the  work  accomplished  by  Shift2Rail  Joint  Undertaking,  the  new 
partnership has made ‘transforming Europe’s rail freight’ one of its flagship projects, with a 
focus  on  the  deployment  of  innovative  solutions  in  the  rail  freight  market  –  DAC  but  also 
automation and signalling systems. The work by the other European partnerships established 
under Horizon Europe will further contribute to the decarbonisation of transport via research 
and  innovation  activities43.  The  Recovery  and  Resilience  Facility  also  presents  an 

40  They  include  investments  in  vehicles/vessels/aircraft  and  recharging  and  refuelling  infrastructure.  They  do  not  include  investments  in 
infrastructure such as road or railways. They are reported in 2022 prices, using a deflator of 1.1588. Source: SWD(2023) 68 final. 
41 Such importance is reflected in the EU energy legislation, where the Electricity Directive (EU) 2019/944 requests electricity distribution 
system operators to develop network development plans and set out planned investments with particular emphasis on the main distribution 
infrastructure  required  to  connect  new  generation  capacity  and  new  loads.  While  those  network  plans  can  include  recharging  points  for 
electric  vehicles,  long  response  times  by  network  operators  to  requests  for  network  connections  for  recharging  points  risk  to  delay  the 
necessary deployment of high power recharging points, in particular for heavy duty vehicles. The Commission will also be vigilant on the 
need for quicker permitting, such as for charging infrastructure and energy grid connections, while guaranteeing the necessary protection of 
the environment and public participation as set out in relevant EU law. 
42 Regulation  (EU) 2022/869 for trans-European energy infrastructure. 
43 2Zero, building on previous EGVIA partnership is fostering technological development in road transport for accelerating the transition 
towards zero tailpipe emission mobility; Clean Hydrogen Joint Undertaking has a specific focus on Heavy Duty Fuel Cell Vehicles, while 
CCAM supports innovation in automated freight. 

10 

 
 
 
 
 
 
                                                           
opportunity  to  push  for  much-needed  additional  terminal  capacity,  as  well  as  the 
modernisation of rail freight and inland waterway transport. Building on this, REPowerEU 
has  also  put  the  support  to  zero  emission  transport  and  its  infrastructure  as  one  of  its  core 
objectives, enabling Member States to integrate this dimension in their plans to reduce their 
reliance on fossil fuels.  

Member  States  will  continue  to  spend  EU  ETS  revenues  on  climate  and  energy-related 
projects,  including  rail  freight  transport.  The  Innovation  Fund,  also  financed  by  the  ETS 
revenue, will be expanded and continue to support the decarbonisation of the transport sector. 
The  scope  of  priority  investments  of  the  Modernisation  Fund  has  been  extended  to 
infrastructure for zero-emission mobility.  

However,  considering  the  current  pressure  on  national  and  EU  budgets  and  the  massive 
investments  required  by  the  green  and  digital  transition,  public  support  alone  will  not  be 
sufficient.  The  Commission  will  continue  to  cooperate  with  the  European  Investment  Bank 
and  national  promotional  banks  to  help  target  their  lending  accordingly.  Furthermore,  the 
Commission  will  continue  to  work  on  setting  the  right  framework  to  give  the  right  private 
investment signals. The Commission considers that promising business models are emerging, 
whereby financial investors combine public support like grants or lower-interest public loans 
with  private  investments  to  support  transport  operators  both  in  rolling-out  charging 
infrastructure  at  their  depots  and  in  using  dedicated  instruments  to  lower  the  total-cost  of 
ownership  of  operating  zero-emission  trucks,  hence  addressing  two  key  obstacles  to  the 
transition.  The  Commission  will  promote  such  financial  instruments,  including  with 
institutions  such  as  the  European  Investment  Bank  and  national  promotional  banks  in  the 
Member States. 

In  parallel,  the  Commission  will  continue  working  on  the  right  framework  with  the  right 
private investment signals. For example, the EU Taxonomy aims to help channel capital to 
support sustainable economic activities by establishing clarity on which activities qualify as 
green44.  If  the  latest  updates  to  the  Taxonomy  framework45  are  adopted  as  foreseen, 
technical  screening  criteria  will  be  set  out  for  a wide  range  of  sustainable  transport  modes, 
notably  in  terms  of  freight  transport  and  infrastructure.  In  such  a  scenario  the  European 
Green Bond Standard46, based on the EU Taxonomy, will further help mobilise additional 
private investment for the greening of freight transport.  

6.  Essential workers for greener freight 

The  shortage  of  transport  workers  is  threatening  European  freight  services  –  and  their 
future47.  All  modes  are  already  experiencing  staff  shortages,  and  this  will  be  further 
exacerbated  as  the  ageing  transport  workforce  retires  and  the  demand  for  freight  services 
increases. These shortages are often the result of various factors, including difficult working 
conditions,  such  as  long  working  hours,  periods  spent  away  from  home  and  lack  of 
professional  growth,  as  well  as  demographic  challenges.  Overcoming  these  requires  both 

sustainable 

investment,  and  amending  Regulation 

44  Regulation  (EU)  2020/852  of  the  European  Parliament  and  of  the  Council  of  18  June  2020  on  the  establishment  of  a  framework  to 
facilitate 
(EU)  2019/2088,  available  at:  https://eur-lex.europa.eu/legal-
content/EN/TXT/?uri=celex%3A32020R0852.   
45 https://finance.ec.europa.eu/publications/sustainable-finance-package-2023_en   
46 https://finance.ec.europa.eu/sustainable-finance/tools-and-standards/european-green-bond-standard_en  
47 According to the latest 2022 report on labour shortages by the European Labour Authority, truck drivers figure among the widespread 
shortage  occupations  for  2022, in  line  with  similar trends  from previous years.  Similarly,  the upcoming 2023 ESDE  report includes  land 
transport and transport via pipelines among the subsectors where Member States experience persistent labour shortages. 

11 

 
 
 
 
 
 
 
                                                           
attracting more workers to the sector, as well as  empowering the current  labour force to be 
able  to  harness  existing  opportunities,  such  as  those  related  to  the  green  and  digital 
transitions. 

The  Commission  has  made  efforts  to  improve  working  conditions  and  increase  the 
attractiveness of the transport sector for its workers through its strong commitment to social 
dialogue48 and other initiatives, such as Women in Transport – Platform for Change49 and 
the network of Diversity Ambassadors in Transport50. More recently, the 2021 European 
Year of Rail was  a  golden opportunity to  promote  rail as  an attractive  employer  – and the 
sector  made  good  use  of  this  opportunity,  for  instance  with  the  Women  in  Rail  agreement 
between the sectoral social partners51. The 2023 European Year of Skills52 has further built 
on this momentum, focusing on the skills needed for the transport sector of the future.  

The  ongoing  digital  transformation  presents  opportunities,  such  as  increased  efficiency, 
improved  working  environment  and  quality  jobs  that  should  attract  more  workers  to  this 
sector. The Commission will also continue to work on the just transition towards automation 
and digitalisation for the transport workforce53.  

The Commission has also put forward legislative initiatives54 to improve working conditions 
and social protection in the road freight sector, while ensuring a balance between the freedom 
of goods and the freedom of operators to provide cross-border services. The priority is now 
the implementation of these provisions, to make sure that truck drivers can fully make use of 
their  new  rights  while  maintaining  a  level-playing  field  in  the  market.  Moreover,  in  its 
proposal  to  revise  the  TEN-T  Regulation,  the  Commission  emphasised  the  need  to  ensure 
safe  and  secure  parking  areas  that  are  crucial  for  the  protection  of  the  health  and  safety  of 
these workers, including the women among them. 

In addition to stepping up the mobility of train drivers across borders as outlined above, the 
new initiatives to green freight transport will help further improve working conditions in the 
sector.  For  instance,  the  revision  of  the  Weights  and  Dimensions  Directive  will  likely 
incentivise  the  use  of  more  aerodynamic  cabins,  which  will  improve  comfort  and  safety  of 
drivers.  Furthermore,  increasing  the  use  of  zero-emission  HDV  will  significantly  reduce 
drivers’ exposure to noise and air pollution in the cabin, thus improving working conditions. 
The upcoming initiative on crewing requirements for inland navigation is another concrete 
example of an initiative that will positively impact the mobility of workers and create a level 
playing field, while also helping to ensure that automated vessels are deployed efficiently.   

Attracting  workers  to  the  freight  transport  sector  will  remain  key  to  its  future,  and  the 
Commission has already taken several steps to do this – most recently, through the revision 

48  The  recent  Council  Recommendation  on  Social  Dialogue,  which  brings  social  dialogue  to  the  EU  acquis,  reinforces  sectorial  social 
dialogue that is crucial for the sector, including for the issues such as conditions in the sector, better enforcement of EU driving & rest time 
rules, driver shortages, image and recruitment. 
49https://transport.ec.europa.eu/transport-themes/social-issues-equality-and-attractiveness-transport-sector/equality/women-transport-eu-
platform-change_en 
50https://transport.ec.europa.eu/transport-themes/social-issues-equality-and-attractiveness-transport-sector/equality/diversity-ambassadors-
transport_en 
51 Signed by European Transport Workers Federation (ETF) and Community of European Railways and Infrastructure Managers (CER). 
52 https://year-of-skills.europa.eu/index_en 
53 Under Action 69 of the Sustainable and Smart Mobility Strategy, the Commission announced its plan to issue recommendations for the 
transition to automation and digitalisation and their impact on the transport workforce. 
54 These include Directive (EU) 2020/1057 which harmonised rules on posting of drivers and Regulation (EU) 2020/1054  which 
strengthened, clarified and guaranteed effective enforcement of social rules in road transport. 

12 

 
 
 
 
 
 
 
                                                           
of  the  driving  licences  Directive,  where  the  Commission  has  proposed  allowing 
accompanied  driving  for  lorry  drivers  from  the  age  of  17,  so  that  young  people  graduating 
from school no longer need to wait until they are 18 before they can drive these vehicles. The 
proposal also aims at streamlining the recognition of driving licences issued in selected third 
countries,  and  setting  up  a  knowledge  network  to  support  the  integration  of  professional 
drivers from third countries within the single market.  

In  a  similar  vein,  the  Commission  will  also  launch  a  dedicated  study  to  compare  the 
requirements  to  obtain  a  Certificate  of  Professional  Competence  (CPC)  needed  by  truck 
drivers issued in selected third countries with the CPC requirements in the EU. This will help 
identify  the  gaps  that  holders  of  CPCs  issued  in  third  countries  may  have  and  adapt  the 
training requirements under the CPC Directive55 to focus on those gaps.  

Last but not least, several initiatives are also already in place at the European level to upskill 
and re-skill transport workers to perform their jobs in a greener and more digital sector, such 
as the STAFFER project in rail56, the Skills Sea project in maritime transport57, and the large 
scale partnership for shipbuilding and maritime technologies developed under the umbrella of 
the Pact for Skills58. 

7.  Conclusions 

As we celebrate 30 years of the single market, we also celebrate our transport companies and 
workers who have ensured the free movement of goods in the EU and beyond, and made a 
true success story of our single market.  

The European freight  sector  is  at  a turning point.  It  must seize the opportunities offered by 
the green and digital transition to become less polluting, more resilient and continue to thrive 
in  the  globalised  economy  of  tomorrow.  All  modes  need  to  do  their  share  and  work  more 
efficiently – individually and all together.  

With  our  efforts  to  green  freight  transport,  we  move  forward  along  the  path  set  out  by  the 
Sustainable  and  Smart  Mobility  Strategy,  towards  achieving  our  European  Green  Deal 
objectives  for  transport.  The  initiatives  described  in  this  Communication  build  on  and 
complement the various initiatives already put forward during this Commission’s mandate – 
all geared towards decarbonising and reducing the environmental impact of freight transport 
while allowing our single market to grow.  

Curbing  the  free  movement  of  goods  –  a  fundamental  freedom  within  the  EU  –  is  not  an 
option. Greening freight and economic growth must go hand in hand. The competitiveness of 
our single market and the EU’s drive towards open strategic autonomy depend on it. 

55 Directive (EU) 2022/2561 
56 https://www.railstaffer.eu/ 
57 https://www.skillsea.eu/ 
58 https://pact-for-skills.ec.europa.eu/about/industrial-ecosystems-and-partnerships/mobility-transport_en 

13