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Transport is a key element in the development of any society. Transport infrastructure is fundamental for the mobility of the persons and goods and for the territorial cohesion of the European Union. Advances in transport technology have extended the range of markets, enabled new methods of production, fostered specialization and strengthened social, political and economic ties between countries and major geographic areas. The demand for transport of people and goods is rising from day to day, and the consequences are refl ected in an overburdening of parts of the transport network and an imbalance in the overall transport infrastructure. The transport services sector in the European Union delivers benefi ts in its own right: the sector accounts for an estimated 4 % of the Union's gross national product and employs approximately 6.3 million people employed in the transport equipment industry, and over 6 million in transport related industries. Each day, the transport industries and services of the European Union have to get more than 150 million people to and from work, enable at least 100 million trips made in the course of the work, carry 50 million tones of goods, deal with 15 million courier, express and parcel shipments apart from serving the needs of travel and trade outside the boundaries of the European Union. In view of the growth in traffi c between Member States, expected to double by 2020, the investment required to complete and modernise a true trans-European network in the enlarged EU amounts to some € 500 billion from 2007 to 2020, out of which € 270 billion for the priority axis and projects. Given the scale of the investment required, it is necessary to prioritise projects, in close collaboration with national governments, and to ensure effective European coordination.

Transport is a key element in the development of any society. Transport infrastructure is fundamental for the mobility of the persons and goods and for the territorial cohesion of the European Union. Advances in transport technology have extended the range of markets, enabled new methods of production, fostered specialization and strengthened social, political and economic ties between countries and major geographic areas. The demand for transport of people and goods is rising from day to day, and the consequences are refl ected in an overburdening of parts of the transport network and an imbalance in the overall transport infrastructure. The transport services sector in the European Union delivers benefi ts in its own right: the sector accounts for an estimated 4 % of the Union's gross national product and employs approximately 6.3 million people employed in the transport equipment industry, and over 6 million in transport related industries. Each day, the transport industries and services of the European Union have to get more than 150 million people to and from work, enable at least 100 million trips made in the course of the work, carry 50 million tones of goods, deal with 15 million courier, express and parcel shipments apart from serving the needs of travel and trade outside the boundaries of the European Union. In view of the growth in traffi c between Member States, expected to double by 2020, the investment required to complete and modernise a true trans-European network in the enlarged EU amounts to some € 500 billion from 2007 to 2020, out of which € 270 billion for the priority axis and projects. Given the scale of the investment required, it is necessary to prioritise projects, in close collaboration with national governments, and to ensure effective European coordination.

The requirement for sustainable transport in urban areas has become more onerous in the past decade due to a number of negative externalities which have been increasingly associated with growing mobility and the advances made in the technology and available options for sustainable transport. However, whilst on one hand technology has supported the reduction of environmental impacts of increased (car) mobility, other policies and actions influencing behaviour have been identified as key contributors to reduce the impact of transport. While the intentions behind particular policies point towards sustainability goals, attitudes towards mode choice are proving more difficult to shift. Specific actions are driving best practice in reducing car dependence by providing alternative means of car sharing and public transport use, whilst others look at promoting non-motorized forms of transport. This publication brings together an international group of researchers and presents work from different countries dealing with issues related to transport policy, attitudes and mode choice, car sharing and alternative modes of transport, and discusses the future of non-motorized modes of transport.

The history of European transport policy can be broadly divided into two main periods: the first covers the period from the '50s to the '80s, and the second from the late '80s onwards. At the early stage, transport policies were mainly within the competence of Member States, and their evolution followed national priorities. As in the other network industries, up to the 1980s transport operators were generally publicly owned, they enjoyed (local, regional and national) monopolies and their operations were strongly influenced by public service oriented policies. After the 1980s network industries were challenged by neo-liberal ideas of competition, technological progress (mainly in the telecommunications sector) and, most of all, by the European Union that, in the meantime, had acquired new powers in matters of infrastructures in general and of transport in particular. After some 30 years of relative paralysis of the European institutions in matters of infrastructures, the European Union endeavoured, as of the middle of the 1980s, to create the single European market also in the different infrastructures, including transport.

This book concerns the regulation of transport within a European context, covering air, inland waterways, rail, road passenger and freight, urban public transport, and short sea shipping. All these sectors have experienced substantial changes over the past two decades, in terms of ownership, competition and liberalization, and the book explores the main transformations and their impacts. The authors address these issues, with a specific focus on the effects of the organization and regulation of transport systems on their performance. They also provide timely policy recommendations, including possible European future policy initiatives. This comprehensive book will appeal to academics and practitioners in Europe in the fields of regulation, legal studies, transport economics and planning, and also political science. Undergraduate, graduate and doctoral students in Europe with core-modules linked to issues on regulation, transport, economics, European politics, European affairs and network industries will also find that this is an essential resource.

Dans les pays africains comme le Cameroun, la réforme des industries de réseau intervient dans un contexte caractérisé par l'absence de marché financier, un manque de culture actionnariale, une absence de régulation et une inefficacité de l'actionnariat public : d'où la question de savoir si, dans un tel contexte, le développement durable de ces industries est possible. Nous étudions le cas du transport ferroviaire au Cameroun et montrons que dans de telles conditions, l'industrie traverse successivement les phases d'opportunisme et de responsabilité sociale, pour atteindre celle de maturité. Ce n'est qu'à la dernière phase qu'elle amorce éventuellement un développement durable.

This book is a highly readable introduction to the transport debate from two experts in the field. The book follows members of the Smith family as they uncover a wide array of transport issues. This lively and engaging approach will make the book ideal for a wide readership.