A comprehensive report has unearthed a stark reality: European governments have consistently downsized their railways and deprived them of funding while channeling substantial resources into the expansion of their road networks.
Between 1995 and 2020, the length of motorways in Europe surged by an astonishing 60%, while railway networks contracted by 6.5%, as indicated by research conducted by the German thinktanks, Wuppertal Institute and T3 Transportation. For every €1 allocated to constructing railways, €1.6 was directed towards the construction of roads, underscoring a deliberate political choice, as noted by Lorelei Limousin, a climate campaigner with Greenpeace, the organization behind the commissioned report. This choice now bears consequences, not only for the climate but also for individuals bereft of alternatives to car usage.
The report further exposed that the European Union, Norway, Switzerland, and the United Kingdom collectively committed €1.5 trillion (£1.29 trillion) between 1995 and 2018 to extend their road infrastructure. In stark contrast, only €0.93 trillion (£0.8 trillion) was allocated for the expansion of rail networks during the same period.
During the subsequent four-year interval (2018-2021), the chasm in investment between rail and road lessened from 66% to 34%. Within this timeframe, seven countries demonstrated a commitment to rail, allocating more resources to it than roads. These nations included Austria, Belgium, Denmark, France, Italy, Luxembourg, and the United Kingdom. Conversely, the majority continued to favor roads over rail.
Dr. Giulio Mattioli, a transport researcher at the Technical University of Dortmund, emphasized that numerous European countries had inadvertently promoted car use by injecting substantial public funds into the expansion of motorway infrastructure. In the realm of public discourse and politics, meager investments in bike lanes and railways often faced intense scrutiny, while road investments were routinely accepted without question. Mattioli unequivocally stressed the imperative need for this paradigm to shift, especially if climate mitigation targets within the transport sector are to be met.
The report disclosed that the expansion of motorways was most pronounced in Ireland, Romania, and Poland, with the lowest growth observed in Lithuania, Latvia, and Belgium. Remarkably, in 15 out of 30 countries surveyed, the length of motorways more than doubled over the span of 25 years.
Simultaneously, the study revealed that European governments had shuttered over 2,500 train stations since the mid-90s, alongside the closure of approximately 8,523 miles (13,717 kilometers) of regional passenger railway lines. Notably, the report posits that approximately 4,536 miles of these disused lines could be reinstated with relative ease.
Despite these concerning trends, the European Union has been resolute in its commitment to reducing greenhouse gas emissions by 55% by the end of the decade from 1990 levels. Nevertheless, progress within the transport sector remains elusive, with road transport accounting for three-quarters of the sector’s emissions in 2020. It is projected that emissions will only dip below 1990 levels in 2029, as reported by the European Environment Agency. Furthermore, emissions are anticipated to continue escalating due to air and sea travel between the EU and other global regions.
Greenpeace has urged governments to redirect funds away from road projects and towards railways, public transportation, cycle lanes, and pedestrian infrastructure. Additionally, the organization has called for an immediate cessation of new motorway and airport constructions.
Limousin underscored the importance of creating infrastructure conducive to shifting people from cars to public transport, a crucial step in emissions reduction. This entails not only preventing the closure of train lines and stations but also reopening those that can be reactivated. Substantial increases in public funding for sustainable solutions were identified as a fundamental requirement.
Several European nations have sought to incentivize the public to transition from cars to trains, trams, and buses by introducing more affordable public transport tickets. Notably, Germany introduced a €9-a-month ticket for local and regional public transport, later raising it to €49 a month during the previous summer. Nevertheless, Dr. Mattioli asserted that while ticket pricing was a factor, the quality of service and infrastructure networks played an even more pivotal role in promoting modal shifts towards public transportation. Consequently, discussions regarding infrastructure should take precedence over fare considerations.
