International railway transportation experiences significant operational barriers compared to road and aviation through stringent language requirements which hinder the development of international travel. Whilst it is not appropriate to make like for like comparisons with other modes, or call for a copy and paste of systems, significant changes to existing requirements are needed to facilitate the growth of international rail transportation.

CER, ERFA and UIRR call on the European Parliament and the European Council to maintain the package approach when considering the legislative proposals in the "Greening Freight Transport Package" (GFTP) tabled by the European Commission on 11 July. The amendment of the Weights and Dimensions Directive (WDD) should not be considered on its own merit without seeing the Combined Transport Directive (CTD) amendment proposal. The new CountEmissionEU Regulation is a similarly closely linked part of the GFTP.

On 11 July, the European Commission presented its proposal for a Regulation on Railway Infrastructure Capacity in the Single European Railway Area (SERA). ERFA appreciates the general objectives of the Regulation but believes significant improvements are needed if the Regulation is to have a real and tangible impact on growing rail freight volumes. The proposal as tabled by the European Commission will most likely only lead to minor improvements in rail freight services and not before 2030.

On 11 July, the European Commission unveiled its long awaiting Greening Transport Package. With less than one year to go before European elections, it is essential that the European Parliament and Council work on this package as a matter of urgency. The adoption of these proposals, in a way that meets the needs of rail freight, will have a major bearing on Europe?s ability to increase rail freight volumes by 50% by 2030 and doubling volumes by 2050 - a goal set out in the European Sustainable and Smart Mobility Strategy - and Europe's subsequent ability to reduce freight transport emissions.

Over the past months, many Infrastructure Managers have presented plans to revise fees such as cancellation fees, parking fees and quality penalties throughout Europe. It must be recognized that, like Track Access Charges, such fees have a direct role to play in growing rail freight volumes. It is essential that infrastructure charging fees, including cancellation fees, are proportional, fair and do not undermine rail freight?s growth potential.

On 23 May, ERFA held an event on the need to find a better balance between extensive works on the European railway network and ensuring a sufficient quantity and quality of capacity remains available for rail freight. It is a critical topic as without upgrading the network, it will not be possible to double rail freight by 2050, whereas without a focus on short-term capacity management, it will not be possible to increase rail freight volumes by 50% by 2030.

The European Union has established a target of growing rail freight by 50% by 2030 and doubling volumes by 2050. To double volumes by 2050, it will be essential that a long-term and ambitious infrastructure development strategy is agreed upon during the TEN-T trialogue negotiations between the European Commission, European Parliament and European Council. ERFA, representing private and independent rail freight companies, has established a position outlining the key deliverables which should be secured.

As of 2021, challengers to national incumbents now account for a majority of the European rail freight market, with a market share of 51%. In 2010, the market share of challengers was still at 25% and incumbents were dominating the market. This achievement reflects the success of opening national rail freight markets to competition and highlights the need to ensure European legislation is adapted to meet the needs of new entrants.

On 29 March, leading European rail freight associations, rail freight CEOs and the chair of the European Parliament's Transport and Tourism Committee, Ms. Karima Delli, endorsed a joint declaration on the need to accelerate modal shift in the transportation of freight. The joint declaration predates a 2020 joint declaration which identified the need to act to deliver modal shift. Leading voices in rail freight are now calling for ambition from European policy makers over the coming months.

At European and national levels, discussions are ongoing on the development of financing systems to support single wagon traffic. ERFA recognizes that financial support for single wagon traffic can play an important role in achieving the modal shift targets set out in the European Sustainable and Smart Mobility Strategy, but such aid must focus on last mile services and not distort competition with other rail freight services.

The past 12 months have proven to be extremely challenging for the rail freight sector. Rail freight has been exposed to unprecedented increases in energy costs and been confronted with a difficult situation due to ongoing infrastructure works throughout the European network. Some successes have been achieved, but more has to be done to put rail freight on the right path to achieve the modal shift objectives set out in the European Sustainable and Smart Mobility Strategy.

On 01 December, ERFA, along with other European railway associations, issued a joint statement on the need for the EU Council to adopt an agreement on a joint approach regarding the TEN-T Regulation which is in line with the ambitions laid out by the European Commission?s proposal. For rail freight to be able to achieve the targets agreed upon in the European Sustainable and Smart Mobility Strategy, it is important that infrastructure is developed in a timely manner and which will facilitate increased rail freight volumes.