COMMISSION STAFF WORKING DOCUMENT Accompanying the document REPORT FROM THE COMMISSION TO THE EUROPEAN PARLIAMENT, THE COUNCIL, THE EUROPEAN ECONOMIC AND SOCIAL COMMITTEE AND THE COMMITTEE OF THE REGIONS on the implementation of Directive 2012/34/EU as amended by Directive (EU) 2016/2370
Date: 2025-07-08
Institutions: Directorate-General for Mobility and Transport, European Commission
Subjects: application of EU law, carriage of goods, carriage of passengers, common transport policy, high-speed transport, provision of services, rail safety, rail transport, transport infrastructure

EN 

  EN 

   EUROPEAN COMMISSION  Brussels, 8.7.2025  SWD(2025) 178 final  COMMISSION STAFF WORKING DOCUMENT   Accompanying the document REPORT FROM THE COMMISSION TO THE EUROPEAN PARLIAMENT, THE COUNCIL, THE EUROPEAN ECONOMIC AND SOCIAL COMMITTEE AND THE COMMITTEE OF THE REGIONS on the implementation of Directive 2012/34/EU   as amended by Directive (EU) 2016/2370 {COM(2025) 368 final}  
 
 
Introduction 

Between 2001 and 2016, four EU legislative packages were adopted with the aim of gradually 
opening  rail  transport  service  markets  to  competition,  making  national  railway  systems 
interoperable and defining appropriate framework conditions for the development of a single 
European railway area.  

Within  the  4th  Railway  Package  adopted  in  2016,  Directive  (EU)  2016/2370  (‘Governance 
Directive’) amended Directive 2012/34/EU (‘Recast Directive’), which is the cornerstone of 
the European Union’s legal framework for the railway market and establishes a single European 
railway area by ensuring fair and non-discriminatory access to rail infrastructure and services.  

The amendments made by the Governance Directive had two main goals:   

•  completing rail market opening, including open access to domestic passenger services; and 

• 

introducing  clear  rules  for  infrastructure  managers  being  part  of  a  vertically  integrated 
undertaking, to avoid conflicts of interest and discriminatory behaviour.  

Article 63(1) of the amended Recast Directive requires the Commission to evaluate the impact 
of  the  Directive  on  the  rail  sector  and  submit  to  the  European  Parliament,  the  Council,  the 
European Economic and Social Committee and the Committee of the Regions a report on its 
implementation.  The  report  must  evaluate,  in  particular,  the  development  of  high-speed 
services and the existence of discriminatory practices regarding access to high-speed lines. In 
parallel, the Commission is required to assess whether discriminatory practices or other types 
of distortion of competition persist in relation to infrastructure managers which are part of a 
vertically integrated undertaking. 

The  Governance  Directive  entered  into  force  on  24  December  2016  and  its  transposition 
deadline was 25 December 2018. However, most of the Member States experienced delays in 
transposing it into national law. Moreover, according to Article 3, the provisions concerning 
the market opening of domestic passenger services and the related economic equilibrium test 
only applied to the annual working timetable starting on 14 December 2020. 

The combination of late entry into force of market opening provisions and the delays in fully 
transposing the Governance Directive’s provisions in national law resulted in a lack of data on 
the actual implementation of the amended Recast Directive. In addition, the persisting effects 
of the COVID-19 pandemic during the first timetable year of full application of market opening 
provisions (2021) affected market developments and the decisions of railway undertakings on 
market entry and on the supply of railway services.  

Because of these reasons, the Commission does not consider that the data available at the time 
of drafting this report can fully capture the impact of the amended Directive, in particular in 
relation to market opening. Accordingly, it seems also premature to assess the need to submit 
legislative proposals.  

1 

 
 
 
 
However, a first general assessment of the implementation of the amended Directive can be 
already performed based on the evidence available up to 2024 and on the experience of Member 
States that opened their rail markets ahead of the EU legal deadlines, with the disclaimer that 
a proper evaluation will be needed once further annual data becomes available. 

The following annexes integrate the Commission’s report by detailing the sources used, the 
infringement  cases  considered  and  an  overview  of  the  recent  developments  in  the  UE  rail 
market including relevant statistical indicators.  

List of Annexes 

Annex A – Sources  

Annex B - List of infringement cases  

Annex C – Overview of market developments and statistics 

2 

 
 
 
 
 
 
 
 
 
 
ANNEX A 

SOURCES 

The Commission based this report on a number of different sources.  

The  first  source  has  been  the  Commission’s  own  extensive  experience  given  by  the 
transposition  checks  of  the  Directive(s)  in  national  laws  and  related  infringement  cases. 
Complaints received over the years also provided clear indications of difficulties faced by the 
sector.  

In  preparation  of  this  report  the  Commission  engaged  in  discussions  with  stakeholders  in 
various fora, as for example the European Rail Regulatory Bodies platform (ENRRB) or the 
dedicated subgroup of the Single European Railway Area Forum (SERAF).  

Bilateral meetings with individual stakeholders and associations, as for example IRG-Rail or 
the European Transport Federation (ETF), were also organised to discuss specifically positive 
and negative aspects of the implementation of the Directive.  

The Commission also took inspiration from different discussions held in other public fora, even 
if not specifically dedicated to the assessment of the implementation of the Directive, as the 
Platform  of Rail Infrastructure Managers in  Europe (PRIME), the Rail Directors’  meetings, 
Innotrans (2024) and other conferences.  

Finally,  the  Commission  consulted  a  number  of  studies,  position  papers  and  individual 
contributions the list of which can be found later in this Annex. For the in-depth analysis of the 
persistence of discriminatory practices or other types of distortion of competition in relation to 
infrastructure  managers  which  are  part  of  a  vertically  integrated  undertaking,  DG  MOVE 
commissioned a dedicated study, ‘Input study on infrastructure managers part of a vertically 
integrated railway undertaking’ (2025) available on the webpage of DG MOVE.  

The  analysis  of  the  high-speed  market  in  the  context  of  this  implementing  report  has  also 
informed  the  drafting  of  the  High-Speed-Rail  Communication  to  be  adopted  by  the 
Commission.  

The  Commission  expresses  its  gratitude  to  stakeholders  having  committed  to  share  their 
experiences,  helping  to  identify  the  positive  effects  so  far  of  the  implementation  of  the 
Directive and the obstacles still preventing the achievement of a truly single European railway 
area. Given the different backgrounds of contributors, sometimes conflicting experiences were 
reported: in any case, they were always useful to the Commission’s own reflection.  

3 

 
 
 
 
 
The  Commission  greatly  appreciated  the  commitment  of  stakeholders  in  providing  their 
contributions,  including  suggestions  on  how  to  overcome  the  limits  of  the  Directive’s 
implementation. Their input constituted a solid basis for the Commission’s assessment, even if 
it was not possible to represent satisfactorily in this report the richness of all the contributions 
received. They remain available on specific platforms (SERAF, PRIME, etc.) or in the public 
websites of  contributors  (ERA, IRG-Rail, etc.). The Commission  will  rely  on  them to  keep 
assessing the Directive as more evidence will become available and  to decide on additional 
actions to pursue in the medium term.  

List of sources 

1.  Implementation of the main provisions 

Autorité de régulation des transports, « Étude sur l’ouverture à la concurrence des services de 
transport ferroviaires de voyageurs » (2022) 

Autorité de régulation des transports, ‘Le marché français du transport ferroviaire en 2023 – 
bilan complet’ (2025)  

Autorité de la concurrence, “Avis 23-A-18 du 29 novembre 2023 relatif au secteur des 
transports terrestres de personnes » (Avis 23-A-18 du 29 novembre 2023 
(autoritedelaconcurrence.fr) ) 

CNMC, “Balance de la liberalización del transporte de viajeros por ferrocarril” (2024)” 

CNMC, ‘E/CNMC/004/19, Market study on the liberalisation of passenger transport services 
by rail’ (2019) 

Commission Implementing Regulation (EU) 2017/2177 of 22 November 2017 on access to 
service facilities and rail-related services (Implementing regulation - 2017/2177 - EN - EUR-
Lex (europa.eu)) 

Communication from the Commission “The European Green Deal”, COM(2019) 640 final 

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 

Communication from the Commission to the European Parliament and the Council - Action 
plan to boost long distance and cross-border passenger rail, COM(2021) 810 final 

Draghi M., ‘The future of European competitiveness‘, (2024) 

ERA, ‘Cross-border Rail Transport Potential‘, (2022) 

ETF and WMP consult, “The impact of railway liberalisation on social and working 
conditions” (2023) 

European Commission “Impact assessment - support study for the review of the Community 
guidelines on State aid for railway undertakings” (2023) - Final Report (europa.eu) 

European Commission, “Impact of the COVID-19 pandemic on the financial sustainability of 
the railway sector” (2024) final report 

4 

 
 
European Commission, “Input study on infrastructure managers part of a vertically integrated 
railway undertaking” (2025)  

European Commission, “Long-distance cross-border passenger rail services”, (2021) 

European Commission, “Study on passenger and freight rail transport services’ prices for 
final customers” (2024) -final report and annexes 

European Union Agency for Railways, “Ex-post evaluation report on licences - Agency 
contribution to the Commission-led evaluation of Directive 2012/34/EU as per Art. 63” 
(2024) 

European Commission, “Support study to the impact assessment on measures to better 
manage and coordinate cross-border rail traffic, including through revised rules for capacity 
allocation and infrastructure charging in rail”, (2023) 

IEA, UIC ‘The Future of Rail – Opportunities for energy and the environment’, 2019 

IRG-Rail, “Input to Commission’s assessment of 2012/34/EU Directive”, (2024) 

Letta, E., ‘Much more than a market‘, (2024) 

Mission letter to Apostolos Tzitzikostas Commissioner-designate for Sustainable  Transport 
and Tourism 

PRIME “Charging and State Funding of European Infrastructure Managers” (2022)  

Research for TRAN Committee - Perspectives for the rolling stock supply in the EU 
(europa.eu) 

SERAF subgroup on the SERA Directive implementing report, survey’s individual replies 
available to SERAF members on CIRCABC, (2024) 

2.  The development of high-speed services 

Antoniazzi, F., Giuricin, A., & Tosatti, R.. Introducing competition in Italian high-speed rail. 
L’Espace Géographique, 48(4), 329–349, (2019).  

CER, ‘On track for Europe‘, (2024) 

CER, ‘High speed rail as a strategic tool for achieving European transport policy goals: 
smart, integrated and sustainable mobility’, (2023)  

Deutsche Bahn, ‘Metropolitan Network: A strong European railway for an ever closer union’, 
(2023) 

ECA, ‘A European high-speed rail network: not a reality but an ineffective patchwork’, 
(2018) 

European Commission, ‘Study on passenger and freight rail transport services’ prices for 
final customers’ (2024) 

5 

 
 
 
 
UIC ‘Atlas High-Speed Rail’ (2023) 

UIC, ‘High-Speed around the world - Historical, geographical, and technological 
development’ (2023) 

3.  Vertically integrated undertakings 

Autorité de régulation des transports, ‘ART ‘ Le code de bonne conduite et l’indépendance du 
gestionnaire d’infrastructure SNCF Réseau‘, (2024) 

E.CA Economics, “Vertical integration, competition and efficiency in the rail industry: 
Economic trade-offs”, June 2024 

European Commission, “Input study on infrastructure managers part of a vertically integrated 
railway undertaking” (2025)  

IRG-Rail, “Input to Commission’s assessment of 2012/34/EU Directive”, (2024) 

SERAF subgroup on the SERA Directive implementing report, survey’s individual replies 
available to SERAF members on CIRCABC, (2024) 

6 

 
 
 
 
 
 
 
 
ANNEX B 

LIST OF INFRINGEMENT CASES 

The Recast  Directive, recasting  the First  Railway Package and  establishing a single European railway area, was amended by  the Governance 
Directive  which  deals  with  the  opening  of  domestic  passenger  transport  services  and  the  governance  of  the  railway  infrastructure.    Several 
infringement proceedings have been launched against Member States in the past decade under both Directives. Of the infringement proceedings, 
39 were launched for non-communication reasons, meaning that Member States had not notified their transposing measures to the Commission on 
time. A similar number of infringement proceedings (38) targeted the incorrect transposition by Member States of various articles of the Recast 
Directive. These proceedings, some of them still ongoing when drafting this staff working document, targeted the following issues, from the most 
to the least prevalent.  

-  The governance of the infrastructure manager, which is any body or firm responsible for establishing, managing and maintaining railway 
infrastructure. To ensure a level playing field for all railway undertakings, infrastructure managers should be independent and responsible 
for their own management, administration, and internal control. The Commission found that the lack of independence of their essential 
functions  in  determining  equitable  and  non-discriminatory  access  to  infrastructure  was  a  common  grievance;  it  launched  infringement 
proceedings with regard to this issue on sixteen occasions against nine Member States. Issues relating to the financing of infrastructure 
managers,  the  separation  of  accounts  between  infrastructure  management  and  transport  operations,  and  the  independence  of  railway 
undertakings and infrastructure managers were frequent, totalling twenty-five infringement proceedings launched against fourteen Member 
States.  

-  The charging framework, which should be non-discriminatory to ensure equal access to railway infrastructure and services for all railway 
undertakings and respect the independence of the infrastructure manager. Issues relating to the lack of incentives given to infrastructure 
managers to reduce the cost of providing infrastructure and the level of access  charges were most recurrent, with eight Member States 
being the subject of infringement proceedings on the matter. Other cases targeted issues relating to discounts, exceptions to the charging 
principles, reservation charges, cooperation with other infrastructure managers in relation to charges systems in more than one network, as 
well as the performance scheme. A total of seventeen infringement cases against twelve Member States related to the charging framework. 

7 

 
 
 
 
 
 
-  The role of the regulatory body, which is essential to monitor the railway market and settle disputes between the infrastructure operator 
and railway undertakings. In eighteen infringement cases opened against twelve Member States, the European Commission found that the 
regulatory body failed to perform its functions, particularly in hearing complaints from railway undertakings. In a small number of cases, 
the body lacked the human, financial, and administrative resources necessary to perform its duties. Cooperation between regulatory bodies 
enables consistency in decision-making across the Union and was a cause for concern in six infringement cases against as many Member 
States.  

-  The granting of infrastructure access rights, including access rights to the necessary services, on a fair and non-discriminatory basis to 
all railway undertakings. The European Commission launched infringement proceedings against nine Member States for unsatisfactory 
conditions of access to services, falling short of the requirement of fully transparent and non-discriminatory access. Limitation of the right 
of access and of the right to pick up and set down passengers was also an issue: five infringement proceedings were launched against four 
Member States.  

-  Allocation of infrastructure capacity, which is to be performed by the infrastructure manager in a fair and non-discriminatory manner  
for each working timetable, and possibly also using framework agreements with railway undertakings covering more than one working 
timetable. Concerns raised by the European Commission included the lack of cooperation of infrastructure managers in the allocation of 
infrastructure capacity on more than one network, the coordination process in cases of scheduling conflict, the allocation of specialised 
infrastructure, and the network statement to be published by the infrastructure manager. Infringement proceedings relating to infrastructure 
capacity totalled fourteen cases against twelve Member States.  

-  The granting of licences, which enables railway undertakings to operate on the market and which should be carried out by an independent 
licensing authority. The procedure of granting licences was one of the main concerns of the European Commission, which should be public, 
decided upon within three months and subject to judicial review. In addition, issues related to requirements relating to good repute and 
temporary licences were detected. Overall, the European Commission has launched eight infringement cases regarding licensing against 
seven Member States.  

The following tables identify the concluded infringement cases related to Directive 2012/34/EU and Directive (EU) 2016/2370 as of November 
2024 (11 infringement cases were still active at that time).  

8 

 
 
 
 
 
 
Table 1: Directive 2012/34/EU 

Infringement case 
number 
INFR(2021)2218 

Country 

Czechia 

INFR(2016)2171 

Croatia 

INFR(2019)2157 

Denmark 

Type of 
infringement 
Non-
communication 
of transposition 
measures for 
directives 
Non-conformity 
of transposition 
for directives 
Non-
communication 
of transposition 
measures for 
directives 

32012L0034 

32012L0034 

INFR(2015)0321 

Netherlands 

INFR(2015)0265 

Germany 

32012L0034 

32012L0034 

Non-
communication 
of transposition 
measures for 
directives 
Non-
communication 
of transposition 
measures for 
directives 

Legal basis 

32012L0034 

Court 
reference 

Financial 
sanctions 
No 

Article Number from Directive 
2012/34/EU 
Article 8(4)(1)  

General Issues 

Financing infrastructure manager 

No 

No 

No 

No 

Article 46(2), Article 46(5), Article 
46(6), Article 56(9) and Article 
56(10) 
Article 3, Article 4(2), Article 5(1) 
to 5(4), Articles 8(2) to 8(4), 
Articles 9(1) & (3), Articles 12(2) & 
(4), Articles 13(5) and (8), Article 
24(2),  Article 25(2), Article 30(3), 
(5) to (7); Article 31(4) to (8) and 
(10); Article 32(3); Articles 33(1) to 
(5); Articles 34(2) to (4); Article 
37(2); Article 38(2); Article 41(2); 
Article 44(3); Article 46(2) and (3); 
Articles 51(3) and (4); Article 
56(6); Article 57(5) 

Coordination process for infrastructure manager. Powers of the 
regulatory authority.  

Application definitions for the purposes of the Directive; 
Independence of railway undertakings from the State; 
Management of railway undertakings according to commercial 
principles; Financing of the infrastructure manager; 
Transparent debt relief; Levy on railway undertakings 
providing passenger services; Conditions of access to services; 
Requirements of licences; Procedure for granting licences; 
Infrastructure costs and accounts; Principles of charging; 
Exceptions to charging principles; Discounts; Compensation 
schemes; Cooperation in relation to charging systems on more 
than one network; Capacity rights; Applicants: Applications; 
Coordination process; Capacity-enhancement plan; Functions 
of the regulatory body; Cooperation between regulatory bodies  
Failure to notify transposition of the Directive; Failure to 
transpose Directive in time.  

Failure to notify transposition of the Directive; Failure to 
transpose Directive in time.  

9 

 
 
 
  
  
  
  
  
  
  
Infringement case 
number 
INFR(2015)0281 

Country 

Spain 

INFR(2015)0303 

Italy 

INFR(2015)0347 

United 
Kingdom 

INFR(2019)2158 

Ireland 

INFR(2015)0335 

Romania 

INFR(2015)0297 

Hungary 

Type of 
infringement 
Non-
communication 
of transposition 
measures for 
directives 

Non-
communication 
of transposition 
measures for 
directives 
Non-
communication 
of transposition 
measures for 
directives 
Non-
communication 
of transposition 
measures for 
directives 

Non-
communication 
of transposition 
measures for 
directives 
Non-
communication 
of transposition 
measures for 
directives 

Legal basis 

32012L0034 

Court 
reference 

Financial 
sanctions 
No 

32012L0034 

32012L0034 

32012L0034 

32012L0034 

32012L0034 

No 

No 

No 

No 

No 

Article Number from Directive 
2012/34/EU 
Articles 3(9) and (17); Article 6(4); 
Article 25(3); Article 27(3); Article 
28; Article 29(4); Article 32(1) 
second, third, fourth and fifth 
subparagraph; Article 32(6), 
Article 37; Article 38(4); Article 
40(1) second subparagraph; Article 
40(2),(3) and (4); Article 45(4); 
Article 46(3); Article 52(2); Article 
53; Article 56(2) and (12) second 
and third sentence; Article 57(2), 
(4), (7), (8) and (9); Article 64; 
Annex point 1 of VI and Annex VIII.  

General Issues 

Definitions; Separation of Accounts between infrastructure 
management and transport operations; Procedure for granting 
licences; Network Statement; Agreements between railway 
undertakings and infrastructure managers; Respecting 
commercial confidentiality of information from applicants by 
IM; Exceptions to charging principles; Cooperation on 
charging systems on more than one network; Capacity rights; 
Cooperation on the allocation of capacity on more than one 
network; Scheduling; Coordination process for scheduling; Use 
of train paths; Infrastructure capacity for maintenance work; 
Functions of the regulatory body; Cooperation between 
regulatory bodies; Transposition. Annexes: requirement for 
costs and charges related to railway infrastructure; Accounting 
information to be supplied to the regulatory body upon request.  
Failure to notify transposition of the Directive; Failure to 
transpose Directive in time.  

Article 4(1); Article 5; Article 8(4); 
Article 9; Article 28; Article 32(3) 
and (6); Article 33; Article 40(2), 
(3) and (4); Article 42(6) 

Failure to notify transposition of the Directive; Failure to 
transpose Directive in time.  

Independence of railway undertakings and infrastructure 
managers; Management of railway undertakings according to 
commercial practices; Financing of the infrastructure 
manager; Transparent debt relief; Agreements between railway 
undertakings and infrastructure managers; Exceptions to 
charging principles; Discounts; Cooperation in the allocation 
of infrastructure capacity on more than one network; 
Framework agreements.  
Failure to notify transposition of the Directive; Failure to 
transpose Directive in time.  

Failure to notify transposition of the Directive; Failure to 
transpose Directive in time.  

10 

 
 
  
  
  
  
  
  
  
  
  
  
Infringement case 
number 
INFR(2015)0325 

Country 

Poland 

INFR(2015)0261 

Czechia 

INFR(2015)0276 

Greece 

INFR(2015)0245 

Belgium 

INFR(2015)0330 

Portugal 

INFR(2015)0242 

Austria 

INFR(2019)2161 

Poland 

INFR(2015)0251 

Bulgaria 

INFR(2015)0312 

Luxemburg 

Type of 
infringement 
Non-
communication 
of transposition 
measures for 
directives 
Non-
communication 
of transposition 
measures for 
directives 

Non-
communication 
of transposition 
measures for 
directives 
Non-
communication 
of transposition 
measures for 
directives 
Non-
communication 
of transposition 
measures for 
directives 
Non-
communication 
of transposition 
measures for 
directives 
Non-conformity 
of transposition 
for directives 

Non-
communication 
of transposition 
measures for 
directives 
Non-
communication 
of transposition 
measures for 
directives 

Legal basis 

32012L0034 

Court 
reference 

Financial 
sanctions 
No 

Article Number from Directive 
2012/34/EU 

General Issues 

Failure to notify transposition of the Directive; Failure to 
transpose Directive in time.  

32012L0034 

32012L0034 

32012L0034 

32012L0034 

32012L0034 

32012L0034 

32012L0034 

No 

No 

No 

No 

No 

No 

No 

Article 3(4), (5), (9) and (17); 
Article 33; Article 35; Article 36; 
Article 48(2); Article 49(2) and (3); 
Article 52(1); Annex IV point (g); 
Annex VI points 2(a), (b), (e ), (f), 
(g) and (h); Annex VIII 

Definitions; Discounts; Performance scheme; Reservation 
charges; Ad hoc requests to the infrastructure manager; 
Specialised infrastructure; Use of train paths; Contents of the 
network statement; Requirements for costs and charges related 
to railway infrastructure; Accounting information to be 
supplied to the regulatory body upon request.  
Failure to notify transposition of the Directive; Failure to 
transpose Directive in time.  

Failure to notify transposition of the Directive; Failure to 
transpose Directive in time.  

Failure to notify transposition of the Directive; Failure to 
transpose Directive in time.  

Failure to notify transposition of the Directive; Failure to 
transpose Directive in time.  

Article 2(2); Article 8(3); Article 
13(2) and (6); Article 35(2); Article 
56(12) 

Exclusion scope from the scope with respect to the licensing of 
railway undertakings; Financing of the IM; Conditions of 
access to services; Performance scheme: Functions of the 
Regulatory body.  
Failure to notify transposition of the Directive; Failure to 
transpose Directive in time.  

32012L0034 

C-489/16 

No 

Failure to notify transposition of the Directive; Failure to 
transpose Directive in time.  

11 

 
 
  
  
  
  
  
  
  
  
  
  
  
  
  
  
  
Infringement case 
number 
INFR(2015)0290 

Country 

France 

INFR(2015)0309 

Lithuania 

INFR(2015)0285 

Finland 

INFR(2015)0274 

Estonia 

INFR(2015)0342 

Slovenia 

INFR(2015)0317 

Latvia 

INFR(2019)2311 

Slovenia 

INFR(2020)2311 

Luxemburg 

INFR(2020)2304 

Austria 

Type of 
infringement 
Non-
communication 
of transposition 
measures for 
directives 
Non-
communication 
of transposition 
measures for 
directives 
Non-
communication 
of transposition 
measures for 
directives 
Non-
communication 
of transposition 
measures for 
directives 
Non-
communication 
of transposition 
measures for 
directives 
Non-
communication 
of transposition 
measures for 
directives 
Non-conformity 
of transposition 
for directives 

Non-conformity 
of transposition 
for directives 

Non-
communication 
of transposition 
measures for 
directives 

Legal basis 

32012L0034 

Court 
reference 

Financial 
sanctions 
No 

Article Number from Directive 
2012/34/EU 

General Issues 

Failure to notify transposition of the Directive; Failure to 
transpose Directive in time.  

32012L0034 

32012L0034 

32012L0034 

32012L0034 

32012L0034 

32012L0034 

32012L0034 

32012L0034 

No 

No 

No 

No 

No 

No 

No 

No 

Failure to notify transposition of the Directive; Failure to 
transpose Directive in time.  

Failure to notify transposition of the Directive; Failure to 
transpose Directive in time.  

Failure to notify transposition of the Directive; Failure to 
transpose Directive in time.  

Failure to notify transposition of the Directive; Failure to 
transpose Directive in time.  

Failure to notify transposition of the Directive; Failure to 
transpose Directive in time.  

Article 19; Article 30(8); Article 
31(8) and (10); Article 32(1); 
Article 48; Article 55(3); Article 
56(9); Annex II(3)(a) 

Article 27(1) and (3); Article 35(1) 
and (2) in combination with Annex 
VI; Article 37; Article 55(1) and (3) 

Article 39(2); Article 42(6); Article 
49; Article 57(9) 

Requirements relating to good repute; Infrastructure costs and 
accounts: Principles of charging; Exceptions to the charging 
principle; Ad hoc requests; Regulatory body; Functions of the 
regulatory body; Services to be supplied to railway 
undertakings.  
Network statement; Performance scheme (unclear repartition of 
roles between the IM and the allocation body); Cooperation in 
relation to charging systems on more than one network; 
Independence of the regulatory body.  
Confidentiality of information provided to the infrastructure 
manager in the context of capacity allocation; Framework 
agreements in relation to services using specialised 
infrastructure; Specialised infrastructure; Cooperation between 
regulatory bodies.  

12 

 
 
  
  
  
  
  
  
  
  
  
  
  
  
  
  
  
Infringement case 
number 
INFR(2020)2303 

Country 

Luxemburg 

INFR(2020)2022 

Spain 

INFR(2012)2190 

Slovenia 

INFR(2017)2153 

Bulgaria 

INFR(2020)2305 

Austria 

INFR(2017)2178 

Sweden 

Type of 
infringement 
Non-
communication 
of transposition 
measures for 
directives 

Non-conformity 
of transposition 
for directives 
Bad application 
of regulations, 
Treaties and 
decisions 
Non-conformity 
of transposition 
for directives 
Non-conformity 
of transposition 
for directives 
Non-conformity 
of transposition 
for directives 

Legal basis 

32012L0034 

Court 
reference 

Financial 
sanctions 
No 

32012L0034 

32007R1370 
32012D0034 

32012L0034 

32012L0034 

32012L0034 

No 

No 

No 

No 

No 

Article Number from Directive 
2012/34/EU 
Article 11(6); Article 29(2); Article 
30(6) and (8); Article 31(6); Article 
32(3) and (5); Article 33(1), (2), (3) 
and (4); Article 40(2) and (5); 
Article 49; Article 53(2) and (3); 
Article 54(1), (2) and (3); Article 
56(5); Article 57(9) 

Article 56(5), (8) and (9) 

General Issues 

Limitation of right of access and right to pick up and set down 
passengers; Charging; Infrastructure costs and accounts; 
Principles of charging; Exceptions to the charging principles; 
Discounts; Cooperation in the allocation of infrastructure 
capacity on more than one network; Specialised infrastructure; 
Infrastructure capacity for maintenance work; Special 
measures in the event of disturbances; Functions of the 
regulatory body; Cooperation between regulatory bodies.  
Resources of the regulatory body and appropriate level of 
penalties for it to enforce its requests.  

Article 6 

Separation of accounts between IM and railway operator  

Article 6(1) and (3); Article 53(3) 

Article 13(1) and (6); Article 29(1); 
Article 36 

Article 13(1); Article 16; Article 
30(1); Article 35(2); Article 46(3); 
Article 47(1); Article 50(2); Article 
53(3); Article 54(1); Article 55(1) 
and (3); Annex VIII 

Obligations of railway undertakings and infrastructure 
managers to public balance sheets and profits and loss 
account; Independence of the regulatory body.  
Conditions of access to services; Independence of the IM in 
setting the level of infrastructure charges; Reservation charges  

Minimum access package; Independence of the licensing 
authority; Incentives to reduce the costs of infrastructure and 
the level of access charges; Performance scheme; Coordination 
process; Congested infrastructure; Capacity analysis; 
Unavailability of infrastructure capacity due to unscheduled 
maintenance work; Special measures to be taken in the event of 
disturbance; Independence of the regulatory body; Monitoring 
of charges paid for services.  
Transparency in regards to separation of accounts in rail. Risk 
of use of public funds to cross-subsidise other transport 
services.  
Lack of transposition and notification of the Directive in full.  

INFR(2013)2089 

Austria 

Bad application 
of directives 

31370R2007 
32012L0034 

C-347/15 

No 

Article 6 

32016L2370 

No 

INFR(2019)0087 

Sweden 

INFR(2017)2141 

Greece 

INFR(2020)4144 

Lithuania 

Non-
communication 
of transposition 
measures for 
directives 
Non-conformity 
of transposition 
for directives 
Bad application 
of directives 

32012L0034 

C-180/23 

No 

Article 30(2) and (6) in connection 
with Annex V 

Contractual agreements between competent authorities and IMs 

32012L0034 

No 

Article 45(2); Article 47 

Priority rules in case of congestion 

13 

 
 
  
  
  
  
  
  
  
  
  
Legal basis 

32016L2370 

Court 
reference 

Financial 
sanctions 
No 

Article Number from Directive 
2012/34/EU 

General Issues 

Lack of transposition and notification of the Directive in full.  

Infringement case 
number 
INFR(2019)0044 

Country 

France 

INFR(2017)2140 

Romania 

Type of 
infringement 
Non-
communication 
of transposition 
measures for 
directives 
Non-conformity 
of transposition 
for directives 

32012L0034 

INFR(2014)2076 

France 

INFR(2013)2026 

Romania 

Non-conformity 
of transposition 
for directives 
Bad application 
of directives 

32007R1370 
32012L0034 

32001L0014 
32012L0034 

No 

No 

No 

Article 11(2), (3) and (6); Article 
19; Article 23(1); Article 25(3); 
Article 27; Article 30(2) and (6); 
Article 55(3); Article 56(1) 

Article 6(1)  

Licensing of railway undertakings; Publication of charges for 
services provided in service facilities by IM; Contractual 
agreement between the state and the IM; Rail regulatory body: 
Role of the ministry in making a decision to determine the 
economic equilibrium 
Accounting separation.  Transparency of accounts; transfer of 
funds within vertically integrated undertakings.  

Article 8; Article 31 

Financial equilibrium IM and charges imposed on diesel trains.  

14 

 
 
  
  
  
  
  
 
 
 
 
Table 2: Directive 2016/2370 

Infringement case 
number 
INFR(2021)2247 

Ireland 

Country 

Type of infringement 

Legal basis 

INFR(2021)2049 

Denmark 

INFR(2019)0025 

Czechia 

INFR(2019)0015 

Bulgaria 

INFR(2021)2095 

Germany 

INFR(2019)0065 

Latvia 

INFR(2019)0087 

Sweden 

INFR(2019)0003 

Austria 

Non-conformity of 
transposition for 
directives 
Non-communication of 
transposition measures 
for directives 
Non-communication of 
transposition measures 
for directives 
Non-communication of 
transposition measures 
for directives 

32016L2370 

32016L2370 

32016L2370 

32016L2370 

Non-conformity of 
transposition for 
directives 

32016L2370 

Non-communication of 
transposition measures 
for directives 
Non-communication of 
transposition measures 
for directives 
Non-communication of 
transposition measures 
for directives 

32016L2370 

32016L2370 

32016L2370 

Court reference  Financial 
sanctions 
No 

No 

No 

No 

No 

No 

No 

No 

Article Number from Directive 
2016/2370/EU 
Article 7(a)(3) and Article 7(c ) (1) of 
Directive 2012/34/EU as amended by 
Directive 2016/2370 
Insertion of Article 7e 

Insertion of Articles 7(c )(1), (4) and 7(e 
); Insertion of Article 56(12) 

Article 7(1); Insertion of Article 7(a)(2), 
Article 7(b)(1), Article 7(c ); Insertion of 
Article 56(9) 

Article 3(2); Article 3(2)(b) and (c ); 
Article 7(1); Article 7c(1)(b); Article 
7c(2); Article 7c(3); Article 7c(4); Article 
7d(5); Article 11(2); Article 11(3) points 
(a) to (d); Article 56(12)  

INFR(2019)0059 

Luxemburg 

Non-communication of 
transposition measures 
for directives 

32016L2370 

No 

Article 13a(3)  

General Issues 

Independence of the essential functions 
of the IM 

Coordination mechanisms between IMs 
and railway undertakings 

Failure to notify transposition of the 
Directive; Failure to transpose Directive 
in time.  
Outsourcing and sharing the IM’s 
functions; Coordination mechanisms 
between the IM and railway 
undertakings; Accounting separation for 
the regulatory body.  
Independence of the IM and its essential 
functions; Impartiality of the IM in 
respect of traffic management; 
Outsourcing and sharing the IM’s 
functions; Complaints managed by the 
regulatory body.  
Failure to notify transposition of the 
Directive; Failure to transpose Directive 
in time.  
Failure to notify transposition of the 
Directive; Failure to transpose Directive 
in time.  
Definition of IM; definition of "operation 
of the railway infrastructure"; definition 
of "maintenance of the railway 
infrastructure"; Independence of the IM; 
Outsourcing and sharing the IM’s 
functions; Management of infrastructure 
for power supply; Cooperation 
agreements; Loans between legal entities 
of a vertically integrated undertakings; 
Limitation of the right of access and of 
the right to pick up and set down 
passengers; Powers of the regulatory 
body.  
Contingency plans put in place by 
railway undertakings operating passenger 
services.  

15 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
Country 

Type of infringement 

Legal basis 

Infringement case 
number 
INFR(2019)0044 

France 

INFR(2019)0092 

Slovakia 

INFR(2019)0020 

Cyprus 

INFR(2019)0057 

Lithuania 

INFR(2019)0048 

Croatia 

INFR(2019)0071 

Netherlands 

INFR(2019)0091 

Slovenia 

INFR(2019)0084 

Romania 

INFR(2019)0050 

Hungary 

INFR(2019)0028 

Germany 

INFR(2019)0097 

United 
Kingdom 

INFR(2019)0075 

Poland 

INFR(2019)0035 

Greece 

INFR(2019)0053 

Ireland 

INFR(2019)0006 

Belgium 

Non-communication of 
transposition measures 
for directives 
Non-communication of 
transposition measures 
for directives 
Non-communication of 
transposition measures 
for directives 
Non-communication of 
transposition measures 
for directives 
Non-communication of 
transposition measures 
for directives 
Non-communication of 
transposition measures 
for directives 
Non-communication of 
transposition measures 
for directives 
Non-communication of 
transposition measures 
for directives 
Non-communication of 
transposition measures 
for directives 
Non-communication of 
transposition measures 
for directives 
Non-communication of 
transposition measures 
for directives 
Non-communication of 
transposition measures 
for directives 
Non-communication of 
transposition measures 
for directives 
Non-communication of 
transposition measures 
for directives 
Non-communication of 
transposition measures 
for directives 

32016L2370 

32016L2370 

32016L2370 

32016L2370 

32016L2370 

32016L2370 

32016L2370 

32016L2370 

32016L2370 

32016L2370 

32016L2370 

32016L2370 

32016L2370 

32016L2370 

32016L2370 

Court reference  Financial 
sanctions 
No 

No 

No 

No 

No 

No 

No 

No 

No 

No 

No 

No 

No 

No 

No 

Article Number from Directive 
2016/2370/EU 

General Issues 

Failure to notify transposition of the 
Directive; Failure to transpose Directive 
in time.  
Failure to notify transposition of the 
Directive; Failure to transpose Directive 
in time.  
Failure to notify transposition of the 
Directive; Failure to transpose Directive 
in time.  
Failure to notify transposition of the 
Directive; Failure to transpose Directive 
in time.  
Failure to notify transposition of the 
Directive; Failure to transpose Directive 
in time.  
Failure to notify transposition of the 
Directive; Failure to transpose Directive 
in time.  
Failure to notify transposition of the 
Directive; Failure to transpose Directive 
in time.  
Failure to notify transposition of the 
Directive; Failure to transpose Directive 
in time.  
Failure to notify transposition of the 
Directive; Failure to transpose Directive 
in time.  
Failure to notify transposition of the 
Directive; Failure to transpose Directive 
in time.  
Failure to notify transposition of the 
Directive; Failure to transpose Directive 
in time.  
Failure to notify transposition of the 
Directive; Failure to transpose Directive 
in time.  
Failure to notify transposition of the 
Directive; Failure to transpose Directive 
in time.  
Failure to notify transposition of the 
Directive; Failure to transpose Directive 
in time.  
Failure to notify transposition of the 
Directive; Failure to transpose Directive 
in time.  

16 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
17 

 
 
 
 
 
 
ANNEX C 

OVERVIEW OF MARKET DEVELOPMENTS AND STATISTICS 

Over the past years, the European rail market has undergone significant developments in both 
passenger and freight segments. The period between 2018 and 2022 was marked by a sharp 
decline in the volume of passengers and freight due to the COVID-19 pandemic followed by a 
steady recovery, increased infrastructure investments in nominal terms, and progress towards 
improved market competition and sustainability.   

Boosting  rail  is  considered  essential  to  decarbonise  transport.  Together  with  waterborne 
transport, it is one of the most greenhouse gas emissions efficient transport modes. In 2022, it 
performed  7.2%  of  EU  passenger  transport  and  11.9%  of  EU  freight  transport  while  being 
responsible for only 0.3% of transport greenhouse gas emissions in the EU. Rail accounts for 
only 1.8% of the transport final energy consumption.  

Passenger traffic, measured in passenger-kilometres (pax-km), declined significantly in 2020 
due to travel restrictions, from 412 billion pax-km in 2019 to 223 billion pax-km. However, by 
2022, the sector recovered to 395 billion pax-km, representing 96% of the pre-pandemic level. 
Freight traffic, measured in tonne-kilometres (tonne-km), decreased from 421 billion tonne-km 
in 2018 to 397 billion tonne-km in 2020, before recovering to 416 billion tonne-km in 2022, 
also nearly reaching pre-pandemic levels.  

In terms of train-kilometres (train-km), 2022 saw a full recovery with 3 772.8 million train-
km, a figure equivalent to that of 2019 (3 743.0) and substantially higher than the 3 346.7 train-
km  recorded  in  2020  due  to  the  pandemics. The  proportion  between  passenger  and  freight 
traffic remains constant at 79% and 21%, respectively.  

International traffic remains predominant in freight, with 54% of the total train-km being cross-
border.  Passenger  traffic,  on  the  other  hand,  remains  predominantly  domestic,  with 
international  journeys  constituting  only  6.8%  of  the  total  pax-km  in  2022.  Public  service 
obligation (PSO) contracts contributed significantly to passenger traffic, accounting for over 
60% of all pax-km in several countries. 

Rail’s  modal  share  among  passengers  and  freight  remained  modest  but  stable.  In  2022,  rail 
accounted for 8.1% of pax-km and 16.6% of freight tonne-km across all transport modes.   

On average, the competitors’ market share in the EU27 in 2022 was 21% in the PSO passenger 
market, 12.6% for passenger commercial services and 49% for rail freight. The commercial 
passenger market showed promising growth, particularly on high-speed routes, supported by 
the entry of alternative operators. For freight, new players captured an increasing market share, 
reaching approximately half of the total tonne-km operated in 2022. This growth highlights the 
success of liberalization policies in fostering competition and efficiency in the sector.  

The sector employed over 920 000 individuals in 2022, a slight increase compared to 2018. 
Infrastructure managers (IMs) employed 230 000 employees in 2022, representing 25% of the 
total workforce.  Main and alternative railway undertakings employed approximately 570 000 

18 

 
 
 
and 120 000 employees  in  2022, respectively. The gender  composition  of rail employees in 
2022  showed  that  women  accounted  for  approximately  21%  of  the  workforce,  a  share 
comparable to that recorded in previous years.  

Between 2018 and 2022, infrastructure investment grew, with key projects focused on network 
upgrades,  high-speed  rail  expansions,  and  multimodal  connectivity.  However,  part  of  the 
growth was simply driven by the increased prices of materials, workforce and energy.  

The high-speed segment 

In  2022  around  6%  of  the  EU27  rail  network  consisted  of  high-speed  rail  infrastructure 
(12 015km). The distribution of the high-speed infrastructure across the EU territory appears 
however  uneven.  High-speed  lines  are  still  concentrated  in  the  southwest  of  the  EU  and  in 
certain member states, most notably Spain, Italy and France, which in 2022 jointly accounted 
for 63% of the EU high-speed network.  

The EU has been a world leader in developing and promoting high-speed rail, but in the last 
ten years the rest-of-the-world’s invested at a faster pace, with the EU network passing from 
43% to just 20% of the length of the global high-speed network.  

Several member states which so far didn’t have a long high-speed infrastructure declared their 
plans  to  develop  extensive  networks. Amongst  them  member  states  in  the  northeast  of  the 
EU 27 account for around half of the lines under construction or planned.  

In terms of demand, in 2022 in the EU27 more than 6.3 billion passengers travelled by train 
for overall 402.2 billion passenger-kilometres (~33% of which by high-speed). The amount of 
high-speed  passenger  kilometres  increased  dramatically  between  1995  and  2019,  before 
decreasing  temporarily  as  a  result  of  the  pandemic  and  the  related  limitations  to  the  free 
movement of people. The share of high-speed rail within rail passenger transport in general has 
grown since the year 2000 to represent 31% of the total rail passenger transport in 2021, mainly 
due to high-speed traffic in Italy, France and Spain which together represented in 2022 around 
two thirds of all high-speed traffic in EU27. The intensity of use of the network for high-speed 
services varies across countries  with  Spain  for example  having  a quite low intensity of use 
compared for example to France Italy and Belgium.  

The demand for high-speed services remains mainly domestic. Competition is currently mainly 
represented by major incumbents increasingly looking at expansion abroad, in foreign high-
speed domestic markets through subsidiaries (Trenitalia in France and Spain, SNCF in Spain 
and Italy, and RENFE in France)1. It’s only now that new entrants unrelated with incumbents 
are notifying to regulators and infrastructure managers their intention to launch new high-speed 
services.  

The following tables and figures provide an overview of the reported statistics.  

1 With the notable exception of Nuovo Trasporto Viaggiatori (NTV) providing high-speed services in Italy under 
the brand Italo, which however counted SNCF amongst its shareholders between 2008 and 2015.   

19 

 
 
 
Main  sources  are  the  Statistical  Pocketbook  (2024)  and  the  preliminary  results  of  the 
forthcoming Rail Market Monitoring Survey (RMMS 2025).  

Infrastructure 

Table 3: Length of conventional and high-speed lines in use (km, 2018-2022) and percentage 

electrified in 2022 

Source: Statistical Pocketbook (2024) 

20 

20182019202020212022EU-27201 993202 798202 459202 456202 13156,9BE3 6073 6143 6153 6123 61988,0BG4 0304 0304 0294 0314 02974,6CZ9 5729 5629 5429 5239 52134,0DK2 4812 5362 4852 4852 44832,8DE38 99539 06838 80038 78338 83654,8EE1 1611 1671 1671 1671 17511,9IE2 0452 0452 0452 0452 0452,6EL2 2932 2802 3452 3391 99037,1ES15 44916 00616 13516 28016 46864,8FR28 46128 35028 08027 92427 81260,3HR2 6042 6172 6172 6172 61738,0IT16 78116 77916 78216 83216 82972,4CY------LV1 8601 8601 8591 8591 86513,5LT1 9111 9111 9111 9111 9197,9LU 271 271 271 271 27196,7HU7 7327 7437 7877 8897 90740,7MT------NL3 0403 0403 0413 0413 04174,5AT5 5265 6155 6075 6035 57572,0PL19 19619 35919 38319 28719 35562,7PT2 5462 5262 5262 5272 52770,9RO10 76510 75910 76910 76410 61538,0SI1 2091 2091 2091 2091 20850,1SK3 6273 6293 6273 6263 62643,7FI5 9265 9235 9185 9185 91857,9SE10 90610 89910 90910 91210 91475,0of which: Electrified                      % 
 
 
 
 
 
Table 4: Length of high-speed lines (km at the end of the year) 

Source: Statistical Pocketbook (2024). High speed lines include principal railway lines allowing traffic at 
speeds on the main  segments equal to or greater than 200 km/h on upgraded lines and 250 km/h on especially 
built lines. Dedicated high-speed railway line is a line specially built to allow traffic at speeds equal to or 
greater than 250 km/h for the main segments. Dedicated high-speed lines: BE: 209 km;  DE: 1200 km; DK: 
56km;  ES: 3225 km; FR: 2735; IT:896; NL: 89 km.  

Table 5: High-speed lines currently under construction 

Source: Statistical Pocketbook (2024) - The length indicated above is the length of the line under construction 
and not necessarily the distance between the places named. 

21 

BEDEDKESFRITNLATPLFISEEU-272012 2091258-21932 058 856 90 237-1 120 8608 8812013 2091258-24892 058 856 90 237-1 120 8609 1772014 2091258-24892 058 856 90 237-1 120 8609 1772015 2091381-30022 058 856 90 237 2241 120 86010 0372016 2091381-30022 180 896 90254 2241 120 86010 2162017 2091571-30022 735 896 90254 2241 120 86010 9612018 2091571-30022 735 896 90254 2241 120 86010 9612019 2091 571 563 3302 735 921 90254 2241 120 86011 3702020 2091 571 563 4872 735 921 90254 2241 120 86011 4942021 2091 571 563 6602 735 92189 254 2241 120 86011 6992022 2091 631 563 9162 735 92189 254 2241 120 86012 015Length km DEStuttgart-Wendlingen252024DEKarlsruhe-Raststatt (Basel)172024DEBuggingen -Katzenbergtunnel (Basel)322025DE (Karlsruhe) Katzenbergtunnel － Basel132025ESLeón-Pola de Lena (Pajares New Pass)762023ESTalayuela-Navalmoral-Plasencia692024ESVitoria Gasteiz-Bilbao-San Sebastian1752028ESMurcia-Almeria188-ESCastejon-Pamplona75-ESLa Encina - Valencia107-ESPalencua- Alar del Rey82-ITGenova-Milano (Tortona)532024ITBrescia - Verona45-ITNapoli - Bari150-ITVerona - Padova79-ATWien Stadlau -Staatsgrenze (AT/SK)382023ATWien Inzersdorf Ort － Wr. Neustadt 472023ATGraz-Klagenfurt 1222025ATGloggnitz － Mürzzuschlag 282026ATVolders-Baumkirchen / Innsbruck -Staatsgrenze AT/IT 462027PTEvora-Caila802024SEUmeå - Dåvå122024SELund - Arlöv112024SEVarberg - Hamra (Varbergtunnel)72025SEÄngelholm - Maria242025LINEStart of operation 
 
 
 
 
 
Passenger and Freight Traffic Trends 

Figure 1: Evolution of rail passenger traffic volumes (domestic, international and proportion 

of international in total traffic) (billion pax-km, 2018-2022) 

Source: 9th RMMS report (preliminary results) 

Figure 2: Evolution of rail freight traffic volumes (domestic, international and proportion of 

international in total traffic) (billion tonne-km, 2018-2022) 

Source: 9th RMMS report (preliminary results) 

22 

0 1 2 3 4 5 6 7 8 05010015020025030035040045050020182019202020212022proportion of international tra c    pax- m (billion)  27domesticinternationalproportion of international2091921901931932262302152292230 10 20 30 40 50 60 05010015020025030035040045050020182019202020212022proportion of international tra c    tonne- m (billion)  27domesticinternationalproportion of international 
 
 
 
 
Figure 3: Passenger and freight volumes (pax-km, tonne-km, and train-km, 2018-2022) 

Source: 9th RMMS report (preliminary results) 

Modal Shares  

Figure 4: Passenger land transport modal split (% in 2018-2022) 

Source: 9th RMMS report (preliminary results) 

23 

3.0003.2003.4003.6003.8004.0004.2004.4004.60020025030035040045020182019202020212022pax freight train- m (million)pax tonne- m (billion)  27passenger servicesfreight servicestotal train- m0 10 20 30 40 50 60 70 80 90 100 20182019202020212022  of pax- m  27 ailways assenger cars uses and coachesTram and metro 
 
 
 
 
 
 
 
 
 
Employment and Gender Composition 

Figure  5:  Proportion  of  employees  working  for  the  infrastructure  managers  and  railway 
undertakings respectively on total rail employees per country, (% in 2022) 

Source: 9th RMMS report (preliminary results) 

Figure 6: Total number of employees in the rail market (infrastructure managers plus railway 

undertakings) per country (number, 2018 and 2022) 

Source: 9th RMMS report (preliminary results) 

24 

0 10 20 30 40 50 60 70 80 90 100 S    V   T     TI F  SSIC IT       T        N S FI  27N   of sta railway underta ingsinfrastructure managers050.000100.000150.000200.000250.000300.000F     IT    C  T   SN   S S      T V TSIFI  I     N number of employees (I s ad   s)20182022 
 
 
 
 
Figure 7: Total employees (main infrastructure managers plus railway undertakings) by gender 

structure, (% in 2022) 

Source: 9th RMMS report (preliminary results) 

Other quantitative information was taken from the following sources:  

• 

IRG-Rail, “12th Annual Market Monitoring Report”, March 2024 (Main report, 
working document and dataset) 

•  ERA, “Report on Railway Safety and Interoperability in the EU 2024” 
•  Eurostat, transport statistics database 
•  PRIME, “Benchmarking report 2022 
•  European Commission, “Study on passenger and freight rail transport services’ prices 

for final customers” (2024) -final report and annexes 

•  European Commission, “Impact of the COVID-19 pandemic on the financial 

sustainability of the railway sector” (2024) - final report  

Further to these, the report took quantitative information also from rail market monitoring 
reports of a number of national rail regulatory bodies.  

25 

0 10 20 30 40 50 60 70 80 90 100 I   SI T T      IT S    F     C N  T    S FI V    27N   of sta  (main I s and   s)menwomen