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Transdev Group

Transdev is a global public transport operator serving 12 million passengers daily across 19 countries with various mobility solutions.

Lobbying Activity

Meeting with Kosma Złotowski (Member of the European Parliament, Shadow rapporteur)

16 Dec 2025 · Challenges for public transport in the EU

Meeting with François Kalfon (Member of the European Parliament)

16 Dec 2025 · Paquet automobile, CFP, marchés publics

Transdev urges EU to end incumbent rail ticketing advantage

20 Sept 2025
Topic — A revision of EU rail passenger rights regarding through-ticketing and service continuity.
Message — Transdev advocates for a harmonized rule requiring all railway undertakings to cooperate and ensure service continuity for multi-operator journeys. They also demand transparency regarding passenger care costs during competitive tenders to assist new entrants.123
Why — This would eliminate the competitive advantage held by incumbents and reduce barriers for new market entrants.45
Impact — Incumbent rail companies would lose their market dominance and exclusive control over through-ticketing benefits.6
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Transdev calls for flexible clean vehicle rules for buses

12 Aug 2025
Topic — An EU initiative to mandate zero-emission vehicles for large corporate fleets.
Message — Transdev requests a flexible approach when it comes to public and collective transport fleets. They strongly caution against mandatory quotas and demand scalable EU co-financing.123
Why — Differentiated targets and new funding would protect the company from unsustainable investment pressures.45
Impact — Rural passengers could lose vital transport services if regional mandates become financially unsustainable.6
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Meeting with Jan Ceyssens (Cabinet of Commissioner Jessika Roswall) and TotalEnergies SE and

22 Jul 2025 · EU environmental policies

Meeting with Pierfrancesco Maran (Member of the European Parliament)

5 Jun 2025 · Autonomous Vehicles

Response to Policy agenda for cities

23 May 2025

As a leading European public transport operator present in 9 EU Member States, Transdev supports cities and urban areas in their transition to more sustainable and inclusive mobility. In this context, Transdev welcomes the European Commissions initiative to strengthen coordination and provide targeted support to urban areas, empowering them to effectively respond to evolving EU frameworks in mobility, environmental protection, social inclusion, and accessibility. Acknowledging the constraints inherent in the principle of subsidiarity, Transdev puts forward the following proposals with full regard to these limitations. Please consult the full document for comprehensive information.
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Meeting with Arthur Corbin (Cabinet of Executive Vice-President Stéphane Séjourné)

15 May 2025 · Social Climate Fund – Simplification

Meeting with Jan Dusik (Deputy Director-General Climate Action)

15 May 2025 · Meeting with Transdev representatives

Meeting with Jan Dusik (Deputy Director-General Climate Action)

15 May 2025 · Transdev presentation

Meeting with Valérie Devaux (Member of the European Parliament)

15 May 2025 · Petit déjeuner sur les transports

Response to Connecting Europe through high-speed rail

16 Apr 2025

CONNECTING EUROPE THROUGH HIGH-SPEED RAIL MIND THE GAP High-speed rail (HSR) can be a powerful driver of decarbonisation, economic development, and territorial cohesion across the EU. However, its success will depend on the seamless integration with regional, peri-urban, and urban mobility networks. At Transdev, we believe that the EUs action plan must prioritise a comprehensive, user-centred, and inclusive approachensuring the HSR is not a stand-alone solution, but the backbone of an integrated public transport ecosystem for all. 1. FEEDER NETWORKS ARE THE KEY TO HIGH-SPEED RAIL SUCCESS Too often, new high-speed rail lines are developed in isolation, leaving local communities behind and creating territorial enclaves. Without reliable, frequent, and sustainable connections to the HSR backbone, passengers will continue to rely on private carsundermining both environmental and social objectives. >>> Transdev calls on the European Commission to prioritise multimodal connectivity in all HSR investments and ensure fair treatment between open-access HSR services and PSO services. EU support should focus on enhancing regional, peri-urban, and urban services, which act as essential feeders into the HSR network. 2. REBALANCING TEN-T TO SERVE URBAN NODES AND VULNERABLE USERS The current focus of the Trans-European Transport Network (TEN-T) on long-distance corridors must evolve to better serve the first and last mile, particularly in and around metropolitan areas. This will ensure accessibility for all, including vulnerable users and lower-income households who depend on affordable public transport. >>> Transdev urges a rebalancing of TEN-T funding priorities to include urban nodes, regional stations, and multimodal hubs, thus avoiding ghost stations and isolated communities. 3. PREVENTING NEW SOCIAL AND TERRITORIAL DIVIDES New high-speed rail infrastructure must not exacerbate territorial inequalities. Halts and stations must offer truly intermodal solutions. Public authorities must ensure transport planning consistency across the different modes and reinforce frequency. Vulnerable usersincluding those in rural and outer-suburban areasmust be central to the planning process. >>> EU guidelines should promote inclusive and truly intermodal transport planningpolicies around HSR stations, backed by impact assessments on social accessibility and connectivity for vulnerable groups. 4. MORE FUNDING, BETTER COORDINATION, FAIRER ACCESS Accelerating the deployment of a high-speed rail network must come with massive investment in both infrastructure and operational subsidies. It also requires a coordinated approach between Member States, regional authorities, infrastructure managers, and operators. >>> Transdev supports the creation of dedicated EU financial instruments to co-fund feeder networks and regional services that connect to high-speed lines, ensuring equity in access and territorial balance.
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Meeting with François Kalfon (Member of the European Parliament)

8 Jan 2025 · Priorités Transports 2024-2029

Response to Ex-post evaluation of the Connecting Europe Facility 2014-2020

23 Sept 2024

Transdev commends the European Commissions initiative for consultation on the Connecting Europe Facility. We recognise the pivotal role that the CEF plays in financing transport infrastructure, particularly in the expansion of the Trans-European Transport Network. However, we believe that the current allocation of funds towards urban public transport is insufficient to meet the pressing needs of decarbonisation and sustainability in urban mobility. Achieving the EUs 2050 climate neutrality goals requires a significant focus on decarbonizing urban transport. Yet, as the EGUM Public Transport and Shared Mobility Subgroup report highlights, only EUR 330 milliona mere 1% of the CEF-Transport budgethas been allocated to local public transport. This significant funding gap impedes progress in decarbonising public transportation and hinders efforts to achieve the EUs climate goals.
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Meeting with Jakop G. Dalunde (Member of the European Parliament)

18 Apr 2024 · Inclusive Mobility and Social Cohesion

Meeting with Magda Kopczynska (Director-General Mobility and Transport)

20 Dec 2023 · Public transport/railway sectors challenges (transition of vehicle fleets, infrastructures, urban mobility and railway competition)

Response to Mid-term evaluation of the ERDF, the CF and the JTF 2021-2027

7 Oct 2023

THE FAIR TRANSITION TO MORE SUSTAINABLE MOBILITY SOLUTIONS REQUIRES INCREASED FUNDING FOR PUBLIC TRANSPORT Supporting cities and regions in their transition and economic development has always been one of the fundamental objectives of the EU, whose cohesion policy represented a significant part of its budget. Its primary objective is to reduce the territorial and demographic disparities likely to hinder integration and development between Member States. They are properly designed to support just transition and fair development within European regions. Cohesion funds inevitably have the strategic objective to finance the regions transition towards a green and low-carbon economy. Amongst the fields covered, Transdev particularly welcomes the opportunities to allocate cohesion funds for the development of clean urban transport and public transport infrastructure. In parallel, Transdev supports the creation of the Just Transition Fund and the Social Climate Fund which will help to support the energy and industrial transition of territories affected by high CO2 emissions, and mitigate the unexpected consequences of the internalisation of environmental costs. But, for it to be useful and impactful, Transdev considers that investments need to be targeted towards transition sectors that can offer sustainable alternative solutions to citizens and improve their purchasing power. In this perspective, Transdev believes that strengthening funds to develop sustainable public transport solutions is a key priority. As cohesion funds are intended to finance projects related to the development of regions and cities services, they represent one of the key instruments for financing mobility transition to ensure a fair, inclusive, and integrated transport solutions across territories. EU cohesion financial support should especially be granted to public transport authorities in order to support investments efforts in fleet renewal and enable urban mobility policies, but also rural and low-density areas mobility strategies, to be implemented with sustainable mass transition solutions at the backbone. These funds should be granted to support the purchase of clean vehicles and facilitate the energy transition of their fleets while meeting the needs of vulnerable and mid-class households. Finally, Transdev calls for allocating a significant minimum target of the cohesion funds to urban mobility projects, as well as creating a specific program for urban mobility to ensure the cohesion funds objectives are consistent with those set up in the Green Deal.
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Meeting with Pascal Canfin (Member of the European Parliament) and ENEDIS

20 Jul 2023 · Green Deal

Meeting with Jens Gieseke (Member of the European Parliament, Shadow rapporteur)

4 Jul 2023 · Verkehrs- und Umweltpolitik

Meeting with Anna Deparnay-Grunenberg (Member of the European Parliament)

7 Jun 2023 · Transports Publics

Meeting with Joan Canton (Cabinet of Commissioner Thierry Breton)

20 Apr 2023 · Transition to zero emission mobility: CO2 standards, route 35

Meeting with Antoine Colombani (Cabinet of Executive Vice-President Frans Timmermans), Daniel Mes (Cabinet of Executive Vice-President Frans Timmermans)

27 Jan 2023 · Clean mobility and digital aspects

Response to Fitness check of how the Polluter Pays Principle is applied to the environment

11 Dec 2022

Through the revision of taxation rules, incentives for infrastructure development, "polluter-pays" mechanisms, and the introduction of social funds, Transdev considers that the EU has a unique opportunity to materialise a transport modal shift to support the European Green Deal. Modal shift is a key element of any transport policy that aims to improve the sustainability of transport. But massive modal shift will be possible only if significant investment will be made to increase the mobility offer and quality of the service. Beyond the benefits of modal shift, public transport also contributes to the development of new forms of sustainable mobility using alternative energy sources (electricity, hydrogen, natural gas, etc.). At a time when European citizens are directly affected in their daily lives by the impact of climate change, the rising of energy prices and a geopolitical crisis, the European Union should serve as an example. Modal shift is a key element of any transport policy that aims to improve the sustainability of transport. But massive modal shift will be possible only if significant investment will be made to increase the mobility offer and quality of the service. By acting on the daily mobility of citizens, particularly in urban and peripheral areas, it would be possible to reverse the curve of CO2 emissions from transport in Europe. There is therefore a critical need to encourage modal shift from passenger cars to public transport through significant legislative and political incentives. The implementation of measures aimed at a genuine and coherent internalization of the environmental costs of transport modes is important to shift from private cars to mass transit solutions. The implementation of mechanisms to develop GHG emission limits for each industry sector, including the transport sector, is a suitable way to integrate the polluter pays' principle and thus encourage the use of more sustainable mobility solutions. Such limits imposed on transport vehicles should focus on the emissions/passenger to determine the impact. This modal shift must focus on the links between cities and their peripheries and between cities, acting on three pillars: Transport offer: high frequency express bus services, rail services in urban nodes and peri urban areas. Multimodal infrastructures: upgrading of the railway, dedicated lanes on road arteries for public transport and car sharing, with park-and-ride facilities, multimodal hubs. Cycling policy must be designed with these public transport solutions in mind, since although the bicycle is an ideal tool for daily mobility, it cannot handle excessively long distances. Multimodal digital solutions providing fluid access to all mobility services via better digital tools.
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Meeting with Filip Alexandru Negreanu Arboreanu (Cabinet of Commissioner Adina Vălean)

9 Nov 2022 · EU's climate objectives and public transport

Meeting with Antoine Colombani (Cabinet of Executive Vice-President Frans Timmermans) and TotalEnergies SE and

25 Oct 2022 · Green Deal state of play

Meeting with Jakop G. Dalunde (Member of the European Parliament, Shadow rapporteur) and Kreab Worldwide and

21 Jun 2022 · TEN-T

Transdev urges EU to prioritize public transport in urban nodes

31 May 2022
Topic — The revision of EU guidelines for developing the trans-European transport network infrastructure.
Message — Transdev requests that the TEN-T framework prioritize public transport and include dedicated lanes and alternative fuel infrastructure in urban nodes. They advocate for a technology-neutral approach that includes natural gas and biogas during the transition phase.12
Why — The company would benefit from increased investment in its service infrastructure and improved competitiveness through priority road access.3
Impact — Private vehicle users could face reduced road space as infrastructure shifts toward alternatives to the car.4
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Meeting with Dominique Riquet (Member of the European Parliament)

11 May 2022 · Infrastructures de transport

Meeting with Isabel García Muñoz (Member of the European Parliament, Shadow rapporteur)

11 May 2022 · TEN-T Revision

Meeting with Rovana Plumb (Member of the European Parliament, Rapporteur)

11 May 2022 · ITS Directive

Meeting with Olivier Guersent (Director-General Competition)

11 May 2022 · Competition policy in the train sector

Response to Measures to better manage and coordinate international rail traffic to increase the modal share of rail

5 Apr 2022

Ensuring a fair and transparent framework for the development of rail services across the European Union We wanted to bring to your attention our concerns on the development of rail services, as the sector is facing a double challenge: the opening to competition of the market and the digital transformation. We fully support the European Commission's commitment to make the shift to rail a priority of the European Green Deal, as demonstrated by the Action Plan to boost long-distance and cross-border passenger rail services presented last December. Responsible for less than 0.5% of total transport sector emissions, rail is a genuine and credible alternative to the private car. A massive modal shift towards rail mobility solutions is an absolute necessity. To achieve this modal shift, greater choice of service and better quality of service are of high importance. That’s why competition is crucial, and the European Commission must ensure the rules for fair competition are rightly implemented. As the European Commission aims to review key policies to favor the development of rail services (State aid guidelines for rail undertakings, PSO guidelines), it is essential to keep in mind the concrete impacts these policies can have for new entrants. In this process, a comprehensive understanding of the current situation and updated impact assessments, considering the implementation of the 4th Railway Package, is paramount. The significant condition for fair and transparent competition is the independence of infrastructure managers. We can cite today at least the situation in France and Germany where a same governing body cannot guarantee the transparency of the information and the equity of the competition. They are essential for the functioning of the good performances of our rail networks, controlling infrastructure, planning, timetabling, daily operations and maintenance. The European Commission must ensure that national rail systems guarantee strict autonomy and independence of infrastructure managers in the performance of their essential functions, a prerequisite for the proper functioning of an efficient rail system. Only a real independence will make the increase of the supply and quality of rail transport services possible while at the same time increasing the contribution to environmental protection. Finally, a strong entry barrier lies in passenger information and ticket sales. For operators to develop efficient and consumer-friendly services, it is essential to have access to data sets on traffic and passenger information. European rules should support and guarantee the sharing of such data, in view of the European institutions to promote rail as a sustainable and efficient alternative to road and air transports. Considering these elements, we would like to draw your attention to the importance of the current work led by the European Commission to continue to defend competition in the rail sector and encourage new competitors to enter the market. As the digitalization of the sector is also part of the agenda (ITS, MDMS, etc.) and is likely to completely reshape the sector, the European Commission should also guarantee fair competition in data sharing. As a European public transport company, you can count on us as a driving force and a socially committed company acting for sustainable, fair and inclusive mobility.
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Response to Proposal for a Regulation on establishing a Climate Action Social Facility

17 Nov 2021

The Fit For 55 package stands as a key opportunity for the EU to reduce its emissions and reach climate goals. Accounting for 30% of GHG emissions in Europe, the transition of the transport sector is a prerequisite for achieving environmental and energy transitions. However, such a transition has direct and indirect consequences for the economy and for consumers. As mobility is at the centre of challenges of equity and social inclusion, it is essential to ensure that the energy transition will not be at the expense of vulnerable households. In that context, Transdev strongly supports the proposal of financing a Social Climate Fund to reduce the social impact of the introduction of a carbon market for the transport and building sectors. In view of the EU's ambitious objectives and the commitments facing the transport sector, Transdev considers that one of the priorities should be to massively invest in public transport to ensure a real modal shift and support vulnerable households in the transition. == THE SOCIAL CLIMATE FUND IS ESSENTIAL TO MITIGATE THE ECONOMIC AND SOCIAL CONSEQUENCES OF THE ENERGY TRANSITION == > Transdev considers that public transport should be a priority of the funding in order to offer a variety of sustainable mobility options to support transport users in the environmental and energy transition. This priority should be reflected in the national investment plans in order to highlight the key role of public transport in the transition and to mobilise greater funds at all levels (local, regional and national). > Transdev strongly supports the creation of a Social Climate Fund to mitigate the economic and social consequences of the transition. In this context, funding for public transport is necessary to ensure a fair, inclusive and integrated energy transition and encourage citizens to use public transport in the long term. == INVESTMENTS IN LOW AND ZERO EMISSION PUBLIC TRANSPORT SOLUTIONS ARE ESSENTIAL FOR A JUST TRANSITION == > Transdev considers that investments in the renewal of public transport fleets and their infrastructure are essential. In order to ensure vulnerable households have access to affordable, sustainable and adapted mobility solutions, both low emission and zero emission transport solutions should be granted. == PUBLIC TRANSPORT AUTHORITIES AND OPERATORS ARE KEY PLAYERS IN THE TRANSPORT TRANSITION == > Transdev considers that local authorities shall be able to choose the energy mix most suited to their territory and the types of services developed. Member States should allocate a significant part of the Social Climate Fund to the promotion of public transport through grants to public transport authorities and operators.
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Response to Revision of Alternative Fuels Infrastructure Directive

17 Nov 2021

As one of the most environmentally friendly solutions, public transport has a key role to play in the environmental and energy transition. Beyond the benefits of modal shift, public transport also contributes to the development of new forms of sustainable mobility using alternative energy sources (electricity, hydrogen, natural gas, etc.). At a time when European citizens are directly affected in their daily lives by the impact of climate change and international crisis, the European Union should serve as an example. As such, energy efficiency and sobriety should be considered by promoting future-proof sustainable tools for citizens. Indeed, new technologies make it possible to absorb and distribute increasing flows of passengers, while reducing their carbon footprint. Transdev leads this transition thanks to experiments with renewable fuels and major investments in zero-emission technologies for mass transit. With 1800 zero-emission vehicles in operation by the end of 2021, Transdev is the leading operator of zero-emission vehicles in Europe. In parallel, Transdev is carrying out experiments with other alternatives to fossil fuels (biogas, bioethanol, CNG, etc.), tested in various regions. By providing different technical solutions and operating in a multiple networks and geographic areas, Transdev aims at implementing the most efficient solutions adapted to the specific climatic, geographical and usage characteristics of each area. Indeed, as zero emission technological solutions for long-distance passenger road transport are still underdeveloped, particularly in rural areas, other low-polluting innovations need to be developed to offer sustainable alternatives and avoid territorial divisions. The development of zero and low-emission mass transit solutions is therefore a fundamental priority for achieving climate objectives. Member States must take their responsibility to support public transport accordingly. First, the introduction of financial incentives for the development of alternative mobility solutions is essential to ensure that investments and policy priorities are aligned with the new climate objectives. Substantial investments in alternative fuels are therefore necessary, in parallel with the development of electric vehicles, to guarantee transport users a variety of solutions adapted to the constraints of their territory. Second, infrastructure is essential to ensure the development of zero and low emission transport fleets and create a confidence-building environment around these new technologies. ========================================================================================================= Measures to support the deployment of transport infrastructure and fleets have to take into account the social and territorial differences of European territories by granting both low emission and zero emission transport solutions. • Transdev calls for a revision of the Energy Taxation Directive which allows local public passenger transport and collective passenger transport to be eligible for tax reductions for the development of sustainable projects including zero and low emission solutions. • The revision of the Directive on deployment of the alternative fuels infrastructure stands as an opportunity to ensure that a sufficient number of charging and refuelling stations are available on the roads. To ensure an adequate level of collective transport solutions, Member States should be obliged to take public transport infrastructure into consideration when defining their infrastructure plans. =========================================================================================================
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Response to Land transport enabling regulation

29 Oct 2021

Accroitre le report modal implique un choc d’offre de service de transport public très important. C’est un enjeu crucial pour la décarbonation. Les autorités locales et opérateurs de transport public doivent ainsi être encouragés et accompagnés dans les investissements pour augmenter les offres, la fréquence, et la qualité de service. Ce choc d’offre doit impliquer une augmentation drastique des financements à destination des transports publics, en particulier pour s’assurer que cet accroissement de l’offre se fasse avec des véhicules propres afin de renforcer la durabilité du transport public. Etant pleinement engagé aux côtés des autorités organisatrices des mobilités dans la transition énergétique et dans la décarbonation des activités de transport, Transdev se félicite de la volonté de la Commission européenne (ci-après « la Commission ») de faciliter la mise en œuvre des aides d’Etat dans le domaine des transports terrestres. Transdev salue le choix de la Commission d’adopter un règlement d’exemption spécifique au transport terrestre, permettant d’assurer une grande sécurité juridique et d’encourager les aides dans l’esprit de l’article 93 du Traité sur le fonctionnement de l’Union (ci-après « le TFUE »). Nous pensons qu’un règlement d’exemption spécifique va résolument dans le sens du Pacte Vert et permettra aux Etats membres de soutenir la transition écologique de manière encore plus ambitieuse dans le respect des règles de concurrence. Le choix de ce fondement juridique nous paraît très pertinent : il reflète les spécificités du secteur des transports et souligne la nécessité de l’engagement, notamment financier, des autorités publiques afin de soutenir une croissance verte et de corriger les défaillances du marché. Un cadre juridique permettant un tel engagement de manière rapide, sûr, et sans lourdeurs administratives inutiles est absolument nécessaire, sans quoi l’objectif de report modal des transports polluants vers des transports moins polluants ne pourrait être atteint. Transdev est parfaitement d’accord avec le constat de la Commission que les règles actuelles, si elles permettent des aides d’Etat allant dans le bon sens, ne les encouragent pas, voire peuvent les décourager en imposant une procédure de notification qui est une charge de travail pour tous les acteurs et qui se révèle dans l’immense majorité des cas, dans le secteur des transports, peu pertinente puisque aboutissant à une déclaration de compatibilité de l’aide. Ainsi un règlement d’exemption spécifique à ce secteur, reposant sur un fondement juridique spécifique, permettant de faciliter l’octroi de ces aides sera plus que bienvenu. Afin que cet objectif de soutenir la décarbonation du secteur des transports en augmentant les aides d’Etat puisse être atteint, Transdev attire l’attention de la Commission sur le fait qu’un tel règlement d’exemption n’aura de réel effet bénéfique que si son champ d’application est suffisamment large et qu’il laisse une marge de manœuvre suffisante aux autorités nationales pour que les aides soient adaptées aux circonstances locales. Nous sommes ainsi d’avis que ce règlement d’exemption devrait permettre des aides à l’achat de véhicules de transport routier sur l’assiette la plus large possible (avec une intensité d’aide d’au moins 80 %). Il devrait également permettre des aides sous la forme de garanties pour faciliter les financements externes concernant l’acquisition de flottes de véhicules ou d’infrastructures de transport routier écologiquement neutres (par exemple le financement de dépôts de bus). A ce titre, Transdev souhaite appuyer le constat de la Commission selon lequel les autorités nationales ont acquis un certain savoir-faire dans l’élaboration d’aides dans le secteur des transports, permettant une plus grande souplesse dans la mise en œuvre de ce règlement d’exemption afin que celui-ci ait l’application la plus large possible, et le meilleur effet utile.
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Response to Revision of the State aid Railway Guidelines

29 Oct 2021

Le groupe Transdev se félicite de l’initiative prise par la Commission de soumettre à consultation sa feuille de route portant sur la révision des lignes directrices sur les aides aux entreprises ferroviaires. Dans le document produit en pièce jointe, Transdev apporte à la Commission des informations tirées de ses expériences dans les différents marchés de l’UE dans lesquels il est présent. Ces informations peuvent être résumées comme suit : •Les aides à l’achat et au renouvellement du matériel roulant Les investissements nécessaires à l’acquisition et à la maintenance du matériel roulant représentent, compte-tenu de leur ampleur et leur caractère irrécupérable, des barrières à l’entrée importantes pour l’accès des « nouveaux entrants » au marché des services de transport ferroviaire. En effet, ceux-ci ne disposent pas de la même capacité financière que l’opérateur historique et ne sont, par conséquent, pas en mesure d’obtenir un financement dans les mêmes conditions. S’agissant des services librement organisés, les futures lignes directrices pourraient notamment indiquer que les entreprises ferroviaires confrontées à des difficultés de financement du matériel roulant pourraient bénéficier d’une garantie publique dans des conditions qui seront précisées par ces mêmes lignes directrices. Concernant les services conventionnés, les futures lignes directrices pourraient prévoir plus explicitement que les autorités compétentes sont tenues a minima d’adopter des mesures spécifiques afin de « contrebalancer » l’avantage dont bénéficient les opérateurs historiques. Elles pourraient ensuite préciser davantage les conditions dans lesquelles les autorités compétentes financent l’acquisition du matériel roulant afin de ne pas enfreindre les règles sur les aides d’Etat. • L’indépendance du gestionnaire d’infrastructure et les subventions croisées dans le cas des entreprises verticalement intégrées Le 4ème paquet ferroviaire a renforcé les exigences d’indépendance et d’impartialité des gestionnaires d’infrastructure s’agissant des entreprises verticalement intégrées, afin de garantir à l’ensemble des entreprises ferroviaires un droit d’accès aux infrastructures essentielles dans des conditions équitables et non discriminatoires. Toutefois, ce modèle économique présente des risques et peut engendrer des « subventions croisées ». Transdev invite la Commission à préciser dans les futures lignes directrices les mesures à mettre en œuvre afin d’assurer la neutralité du gestionnaire et de ne pas nuire au bon développement de la concurrence dans le secteur. Une vigilance accrue est également nécessaire sur les trois points suivants : a. les prix proposés par l’opérateur historique ou ses filiales commerciales, b. les garanties d’indépendance et d’autonomie que ces filiales doivent présenter et c. les avantages immatériels dont dispose l’opérateur historique et qu’il risquerait d’utiliser sur des marchés ouverts à la concurrence. La Commission pourrait donc préciser que ces comportements, s’ils peuvent tomber dans le champ des pratiques anti-concurrentielles, relèvent aussi pleinement du droit des aides d’Etat. • L’accès aux informations essentielles pour l’exploitation du service Transdev souhaite attirer l’attention de la Commission sur le fait que, dans le cadre des appels d’offres organisés pour l’attribution des services conventionnés, il existe une forte asymétrie d’information entre l’opérateur historique et les entreprises ferroviaires entrantes. Cette asymétrie confère sans nul doute un avantage à l’opérateur historique sortant et constitue une barrière à l’entrée supplémentaire pour les nouveaux opérateurs. Afin de remédier à ce problème, les futures lignes directrices pourraient prévoir des indications précises quant aux informations devant être transmises par les opérateurs historiques aux autorités compétentes et les éléments devant être fournis aux candidats afin de permettre à ces derniers de présenter une offre crédible.
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Meeting with Anne Funch Jensen (Cabinet of Executive Vice-President Margrethe Vestager)

17 Jun 2021 · Discussion of proposed CEEAG

Response to New EU urban mobility framework

25 May 2021

On behalf of Transdev Group, please find enclosed a contribution to the consultation process launched by the European Commission on the new Urban Mobility Framework.
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Response to Revision of Regulation on Union guidelines for the development of the trans-European transport network (TEN-T)

17 Dec 2020

Transdev welcomes the European Commission’s review of the Trans-European Network for Transport (TEN-T) and the opportunity to contribute. The TEN-T stands as a key European initiative to tackle the challenges posed by current environmental and recovery challenges, as the transport sector is at the heart of the transitions and crises to which the European Union must respond. Environmentally, the transport sector accounts for 30% of GHG emissions in Europe. Mobility also means freedom of movement, which is one foundation of the European project but also a major lever to meet the challenges of equity and social inclusion. To this, the review of the orientations of the TEN-T stands as an essential tool to ensure future transport infrastructure investments adapt to the reality of today’s mobility and to enshrine the ambitions of the Green Deal into concrete projects for greener and smarter mobility in Europe. In particular, a modal shift in transport will be strategic to achieve the European climate objectives and the future orientations should support this trend through the development of public transport for citizens. Urban nodes stand as key points for this ambition. Indeed, today most of the European citizens live in cities. Furthermore, as 90% of trips are less than 80 kilometer long, a specific focus should be given to urban areas when reviewing policies for transport. City centers are at stake but one must not forget that it is not in the city centers that car use is the highest but, in the peripheries, and in their links and connections with the city centers. Urban nodes are already recognised as a strategic element of the network, given their position of point of origins for most long-distance journeys across the continent, but also as suffering from various negative effects due to transport, such as congestion, air pollution, access to employment, etc. Thus to deliver on European ambitions to significantly reduce GHG emissions for transport as well as ensuring a strong economic recovery for European citizens, urban nodes should be better integrated in the strategic development and funding of the TEN-T. In particular, a clear definition of urban nodes which would include a comprehensive set of infrastructures allowing the promotion of clean and smart mobility would ensure the bolstering of urban nodes towards the objectives set by the TEN-T, i.e. improving the use of infrastructure and reducing the environmental impact of transport. This definition should include the periphery of identified urban nodes as these areas are particularly affected by the challenges related to the decarbonization of mobility as well as that of access to effective mobility solutions. The review of the guidelines on the TEN-T should also keep the overarching objective of developing a low-carbon transport system and the TEN-T should be at the forefront of supporting the development of zero and low-emission transport solutions for European citizens, including for instance alternative fuels for mobility solutions in urban nodes, infrastructures for the development of local and regional passenger rails to ensure connections towards peri-urban and remote areas. Finally, innovation should remain a core component of the TEN-T. In particular, the TEN-T should focus on supporting shared innovative mobility solutions, such as shared autonomous services, to ensure a fair access to innovative solutions for citizens as well as ensuring a strong modal shift. The European Commission can fully count on Transdev’s expertise, know-how and commitment to ensure an effective transition towards green mobility in the TEN-T.
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Response to Climate change mitigation and adaptation taxonomy

10 Dec 2020

Transdev Group is an international public transport company, present in 10 countries in Europe and transporting around 1,8 bn people per year. As a public transport operator, Transdev’s core activity is to provide an efficient, reliable and safe public transport service adapted to each territory, as a credible alternative or complement to the private car in order to limit or rationalize its use. Beyond the modal shift, public transport has a major role to play in the energy transition. Transdev is actively involved alongside local authorities in the development of sustainable mobilities that can absorb the growing flows while guaranteeing the fluidity of travel. Reducing economic and energy dependence on fossil fuels and accelerating the energy transition are priorities for Transdev. We are leading this transition thanks to experiments with renewable fuels (like biogas) but also through a major investment in zero-emission technologies. Please find enclosed the contribution of Transdev Group to the public consultation on the delegated act on EU classification system for green investments.
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Response to Implementing act on a list of High-Value Datasets

25 Aug 2020

Please find attached the feedback of Transev Group on the public consultation on the Inception impact assessment of the implementing Act on high value datasets.
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Response to Sustainable and Smart Mobility Strategy

24 Jul 2020

A political and financial support from the EU towards Public Transport (PT) solutions is vital to draw the consequences of the crisis and ensure that PT is at the core of the sustainable recovery in Europe. Public transport operators (PTO) and the Public transport Authorities (PTA) have suffered heavy financial losses with the falling of ridership. A high level of service for citizens, essential and healthcare workers was maintained coupled with additional expenses due to cleaning and disinfecting, masks purchases etc. UITP forecasts 40 € Billions of losses in 2020 for all the sector in Europe. The crisis will also impact the financial resources of PTAs putting at risk the continuity of PT services. PT is freedom of movement, founding principle of the EU with an environmental, health and social role to play. To avoid a post-crisis modal shift towards private cars is key. European climate objectives will never be met if priority is not given to local daily and shared mobility in urban and rural areas to combat pollution and congestion, instead of long-distance mobility. 98% of daily mobility in Europe is less than 80 km. In France, 70% of car-related CO2 emissions are local trips (<80 km), and trips that have an origin or a destination outside of the center generate the most emissions (over 60%). Internal travel in the city centre only accounts for 2% of emissions (ATEC ITS France). It is in sustainable, efficient access to agglomerations and within rural areas that the effort must be made. The lack of alternatives to the private car generates flows saturating road networks, leading to traffic congestion and pollution. Priorities of the Strategy for a Smart and Sustainable mobility should be to: - Accelerate the shift towards mass transit, sustainable, integrated and intermodal solutions: il will require massive investments in sustainable and reliable PT services like bus rapid transit networks between outskirt and urban centre. - Review the European Framework for urban mobility to design cities in a more thoughtful, greener way, better organize mobility flows within and from the outside of urban areas, reallocate space in favor of PT, and decrease the level of pollution. A strong support shall be given to local and regional authorities by strengthening their role and resources to manage mobility policies adapted to their territory. - Clarify and improve the financing schemes to accelerate investments in green fleets and in energy mix adapted to each territory. - Enhance the development of charging infrastructures for alternative fuels that should not only concern light vehicles and private cars. A structural approach on the homogeneous development of infrastructures for heavy vehicles (looking for a synergy between trucks and buses) must be proposed by the EU in order to accelerate the diffusion of zero-emission vehicles. - Encourage the development of new mobility solutions in rural and periurban areas, hard hit by the crisis and lacking alternatives to the private use of cars. - Put a strong focus on cycling and active mobility. - Propose a share of EU investment in park-and-ride facilities on the outskirts of major European cities to promote efficient intermodality and increase modal shift. - Promote digital mobility services (Mobility as a Service) managed by PTAs: by setting the rules of the game (use of public space, data governance, etc.), PTAs ensures that MaaS solutions respect the general interest, with PT at the backbone. - Boost investment in regional and local rail infrastructures and services. They are essential for many rural and peri-urban areas, regional and suburban rail transport accounting for 90% of rail passengers in Europe and carrying ten times as many passengers as air transport. - Promote innovation and sustainability criteria in public transport services contracts; public service delegation contracts can be the tools implementing a concrete sustainable and smart transition of mobility.
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Meeting with Henrik Hololei (Director-General Mobility and Transport)

16 Jul 2020 · smart mobility

Meeting with Pascal Canfin (Member of the European Parliament) and Shell Companies

26 May 2020 · Green recovery

Meeting with Daniel Mes (Cabinet of Executive Vice-President Frans Timmermans)

6 May 2020 · Recovery and Green Deal prospects for public transport

Response to European Year of Rail (2021)

4 May 2020

Europe's national, regional and suburban railways carry 9 billion passengers every year. Transdev is an active player in the process of opening up Europe's rail markets to competition. Despite the many barriers to entry, this process of competition for tenders have brought around 20-30% savings for taxpayers, with better quality trains and a better access to sustainable mobility. In Europe, regional and suburban railways account for 90% of the total number of rail passengers. With the Green Deal and a carbon neutrality objective, rail must be at the heart of mobility and ecological transition policies. Strengthening the modal share of this environmentally friendly mode will require major investments in networks and strict application of European regulations on transparent and fair competition. Transdev welcomes this European Year of Rail. According to us, this Year must bring together 3 main objectives: 1) To enable the rail sector to bounce back from the Covid 19 crisis: The unprecedented health crisis is having a strong impact on rail and public transport with critical issues for independent passenger rail companies. There has already been over a 90% drop in passengers, particularly in those cases where intra-EU borders have been closed (AllRail figures). This massive drop is leading to heavy financial losses. The key issue will be to regain trust from passengers and citizens. Transdev is calling for the creation of a European fund to support public and rail transport to meet the challenges of the lockdown exit and to make rail transport safe. This fund should notably help operators and local authorities to put in place the various health measures that will allow passengers to continue to use this environmentally friendly mode with confidence. The crisis is leading to a high risk of massive recourse to private cars. This European support fund should also enable infrastructure managers, operators and local authorities to develop their services, innovate and invest in networks and rolling stocks. 2) To assess the process of opening up to competition in Europe: the key issue of independence of infrastructure managers: According to us, the vertically integrated entities as incumbent operator, and present in many countries in Europe like France and Germany, increase the risk of anti-competitive behavior and can be criticized for their lack of transparency and performance. This Year should be the opportunity to assess its effectiveness and the independence of the infrastructure manager (IM) within such entities. The independence of the IM is an essential prerequisite for the exercise of the right of access to the network by railway undertakings under fair, transparent and non-discriminatory conditions. Only full independence will make it possible to increase the supply and quality of rail transport services while at the same time increasing the contribution to environmental protection. Only transparent and fair competition will be able to produce the fruits of this emulation between operators for regional rail services integrating innovations and intermodal approaches. 3) To raise awareness on the key contribution of the rail sector to the Green Deal objectives; Concrete proposals: - Launch a working group under ERA’s authority defining an operational guide on what can be done in rail passenger transport sector and maintain confidence in rail transport between passengers and operators. Innovation must be at the heart of the new processes and actions at the European level to renew rail and public transport approaches; - Transdev would like a study to be carried out on the impact of vertically integrated entities on the proper functioning of rail markets and the intensity of supply on these markets. - Include representatives of alternative operators in the meetings and coordination tools established by the European Commission - Transdev is at the disposal of European decision-makers for study visits on our rail networks;
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Response to Cooperative, Connected and Automated Mobility (CCAM)

16 Nov 2018

Transdev welcomes the possibility to provide comments on the Cooperative, Connected and Automated Mobility strategy. As a transport operator, we are now and will be in the future responsible for ensuring the passengers’ safety, the quality of service, and want to provide the best client experience in all transport modes. The deployment of autonomous vehicles represents a revolution for mobility. In addition to technological innovation, there are a large number of cross-cutting issues, ranging from the development of our territories to road safety, transport infrastructure, cybersecurity, competitiveness and employment. Transdev's objective, as a Mobility subsidiary of french Caisse des Dépôts, is to make mobility a lever for the quality of life and development of territories. The arrival of autonomous vehicles in short to medium term makes it possible to consider more efficient, sustainable mobility offers for all citizens, including people with reduced mobility, the elderly and people living in peri-urban or rural areas. However, the development of autonomous vehicles will only make sense if it is oriented towards shared mobility and if autonomous mobility is integrated coherently within existing public transport systems. Driving the development of autonomous vehicles that would only increase the attractiveness of the individual vehicle could increase urban congestion by 20 to 30%. Last or first mile, fine territorial coverage, on-demand or regular services, car-sharing, all subjects on which autonomous mobility provides an appropriate response, in terms of road safety and service quality, in addition to existing transport solutions. Autonomous shuttles are now operating on short routes and are rapidly evolving towards increasingly complex and flexible use cases and services. As with any revolution, the deployment of autonomous vehicles must be managed through coherent governance in order to avoid uncontrolled development, in line with public transport policies. As a public transport operator, Transdev aims to integrate autonomous vehicles into a global mobility system, for example by encouraging shared use. To this end, the PTAs should be given the power of initiative for experiments and have their role strengthened in the implementation of offers using autonomous vehicles. Autonomous vehicles represent an opportunity in fighting against territorial fractures. PTAs could diversify their offers for the first and last kilometre, in mobility deserts, over wider time slots and for people with reduced mobility. France's lead in terms of autonomous shuttles must be preserved and to this end, giving the PTA a leading role in the process of authorizing and organizing experiments appears to be an absolute necessity.
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Meeting with Violeta Bulc (Commissioner) and

15 Sept 2015 · Meeting Transdev representatives

Meeting with Jocelyn Fajardo (Cabinet of Commissioner Violeta Bulc)

21 Jan 2015 · EU transport policy