Transportation in the european union.

The head industry occupies an important position in the Community, invoice for 7 % of its GNP, 7 % of total employment, 40 % of Member States coronation and 30 % of Community energy consumption. Demand, get goingicularly in intra-Community traffic, has self-aggrandizing more or less constantly for the last 20 years, by 2.3 % a year for estimables and 3.1 % for passengers.

The advent of the single merchandise marked a turning point in the parkland transport policy, since the abolition of frontiers and other ease measures. Of course in those measures the liberalization of cabotage was also included. But the liberalization of transport has interpreted various constraints into account:

*A social constraint, so that the granting immunity to provide service does non result in the strictest study legislation being bypassed. Liberalization of services has therefore been attach to by harmonization of social conditions, of the rules governing the provision of services and of qualifications;

*An economic constraint, so that investment in infrastructure is not exploited by transport undertakings which play no part in their financing: this is of particular concern to the road transport sector. Measures should also be taken to make sure that the focus rail transport is organized does not perpetuate the accepted fragmented state of this form of transport;

*a route-guarantee constraint, so that the introduction of new factors of competition does not put in doubt the continuity of transport links between peripheral (island) and central (mainland) areas.

The measures that had already been taken on transport liberalization have been adapted, in the way that they were applied, to the specific nature of all(prenominal) mode of transport. The common aim for each mode was to go bad from the provision of an international service (between two Member States) to cabotage (transport in another Member State).

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