Search
Sort / Filter
Locomotive bOgie Condition mAinTEnance
External Costs of Transport in Europe - Update Study for 2008 - November 2011
IEA-UIC Energy and CO2 Railway Handbook 2017
The 2017 edition of the Railway Handbook on Energy Consumption and CO2 emissions is the sixth publication of this series.
As in previous editions, this handbook aims to provide the latest insights into the rail sector’s developments of transport activity, energy consumption and CO2 emissions.
For Part I, this handbook combines IEA (International Energy Agency) statistics and rail data estimates from the IEA Mobility Model together with UIC statistics and the UIC Environmental Performance Database. Further data, particularly on activity of transport modes other than railway, come from national statistics offices and international organisations (e.g. OECD and Eurostat). These data are supplemented by sector – or region-specific databases such as the High-speed Lines in the World database.
Part I of this handbook presents railway statistics related to the energy and CO2 emission performance of the transport sector.
Globally, rail was responsible for 1.9% of transport final energy demand, and for 4.2% of CO2 emissions from the transport sector in 2015. In comparison, road transport accounts for a 75.3% share of final energy demand, and for 72.6% of CO2 emissions from transport. Rail accounts for a relatively larger share of transport activity demand. In 2015, rail accounted for 6.3% of global passenger transport activity (in passenger-km) and for 6.9% of global freight transport activity (in tonne-km). The difference in magnitude of the share of activity and CO2 emissions can be largely explained by the better energy efficiency (per passenger-km and tonne-km) of the rail sector compared to the road sector. A continued increase of the share of electricity used in the rail sector was observed between 2013 and 2015, as well as an increase of the share of renewables used for electricity generation, which contributes to further improving the CO2 intensity of rail.
Since 1975, a steady improvement of the railway energy intensity has been observed. This development continued for freight rail transport between 2013 and 2015, but in the passenger rail sector a slight worsening of energy intensity was observed in the same period. This is consistent with the unprecedented shift in China from conventional rail to high-speed rail.
Part II of this handbook features an in-depth analysis of passenger rail services, with a focus on urban and high-speed rail.
In 2015, passenger rail transport (including urban rail services) accounted for 9% of global passenger activity (passenger-km). The share of Asia in total passenger rail activity grew significantly over the past decades. Asia accounted for 50% of passenger rail activity in 1985, grew to 60% by 2000, and finally reached 75% in 2015.
In 2015, the passenger rail sector consumed nearly 700 PJ of final energy, which constitutes one-third of the rail sector. Electricity accounts for almost three quarters of passenger rail final energy demand, and this share is increasing. This is consistent with the growth of urban and high-speed rail services, both characterised by a high dependence on electric traction.
High-speed rail activity has grown rapidly especially in recent years, making it the fastest growing passenger rail service. On average, global high-speed rail activity grew by 14% per year between 2005 and 2015. A strong growth is especially observed between 2013 and 2015, when activity increased by nearly 70%. This increase is largely influenced by a surge in activity observed in China where high-speed rail activity grew by 170% between 2013 and 2015.
In the IEA 2°C Scenario [2DS] and Beyond 2°C Scenario [B2DS] (having a 50% chance of limiting global warming to 2°C and 1.75°C respectively) the rail sector plays a key role in reducing CO2 emissions from transport. High-speed rail in particular plays an important role, as large proportions of short haul aviation activity (trips up to 1000 km) are shifted to high-speed rail towards 2060.
The expansion of metro networks and high capacity/high frequency commuter rail networks has significantly increased urban rail activity in recent years. The growth of these systems can largely be attributed to growth observed in China. High-capacity/high frequency rail activity within Chinese cities has grown by 150% between 2005 and 2015.
Both metros and high capacity/high frequency commuter rail have a better specific energy consumption per passenger-kilometre compared to buses, passenger cars, and two-wheelers. High capacity urban rail requires, on average, less than a tenth of the energy needed per kilometre travelled compared with passenger cars. High capacity urban rail is also more than twice as energy-efficient per passenger-km compared with tramways and light rail systems. This is primarily due to the higher occupancy rates, or load factors, of high capacity urban rail.
To achieve CO2 emission reductions in line with 2DS and B2DS trajectories, significant modal shift in urban transport from private vehicles (passenger cars especially) to more efficient public transport modes are also needed. Consequently, the demand for urban rail services is projected to grow by a factor 6 in the 2DS and by a factor 8 in the B2DS between 2015 and 2060.
The UIC Sustainable Development Unit is grateful to the support of UIC members and their annual contributions to UIC Statistics and to the Environmental Strategy Reporting System (ESRS) of UIC. The direct data collection from railways covers over 90% of the global rail transport activity, and the incorporation of this information into the IEA Mobility Model has increased the consistency of the data, providing a more solid background for the analysis presented in this publication and into the Mobility Model of the IEA.
The production of the Railway Handbook 2017 has been a good opportunity to strengthen collaboration between the IEA and UIC. This relationship has served to enrich and improve the knowledge of activity, energy and emissions data associated with the railway sector.
As in previous editions, this handbook aims to provide the latest insights into the rail sector’s developments of transport activity, energy consumption and CO2 emissions.
For Part I, this handbook combines IEA (International Energy Agency) statistics and rail data estimates from the IEA Mobility Model together with UIC statistics and the UIC Environmental Performance Database. Further data, particularly on activity of transport modes other than railway, come from national statistics offices and international organisations (e.g. OECD and Eurostat). These data are supplemented by sector – or region-specific databases such as the High-speed Lines in the World database.
Part I of this handbook presents railway statistics related to the energy and CO2 emission performance of the transport sector.
Globally, rail was responsible for 1.9% of transport final energy demand, and for 4.2% of CO2 emissions from the transport sector in 2015. In comparison, road transport accounts for a 75.3% share of final energy demand, and for 72.6% of CO2 emissions from transport. Rail accounts for a relatively larger share of transport activity demand. In 2015, rail accounted for 6.3% of global passenger transport activity (in passenger-km) and for 6.9% of global freight transport activity (in tonne-km). The difference in magnitude of the share of activity and CO2 emissions can be largely explained by the better energy efficiency (per passenger-km and tonne-km) of the rail sector compared to the road sector. A continued increase of the share of electricity used in the rail sector was observed between 2013 and 2015, as well as an increase of the share of renewables used for electricity generation, which contributes to further improving the CO2 intensity of rail.
Since 1975, a steady improvement of the railway energy intensity has been observed. This development continued for freight rail transport between 2013 and 2015, but in the passenger rail sector a slight worsening of energy intensity was observed in the same period. This is consistent with the unprecedented shift in China from conventional rail to high-speed rail.
Part II of this handbook features an in-depth analysis of passenger rail services, with a focus on urban and high-speed rail.
In 2015, passenger rail transport (including urban rail services) accounted for 9% of global passenger activity (passenger-km). The share of Asia in total passenger rail activity grew significantly over the past decades. Asia accounted for 50% of passenger rail activity in 1985, grew to 60% by 2000, and finally reached 75% in 2015.
In 2015, the passenger rail sector consumed nearly 700 PJ of final energy, which constitutes one-third of the rail sector. Electricity accounts for almost three quarters of passenger rail final energy demand, and this share is increasing. This is consistent with the growth of urban and high-speed rail services, both characterised by a high dependence on electric traction.
High-speed rail activity has grown rapidly especially in recent years, making it the fastest growing passenger rail service. On average, global high-speed rail activity grew by 14% per year between 2005 and 2015. A strong growth is especially observed between 2013 and 2015, when activity increased by nearly 70%. This increase is largely influenced by a surge in activity observed in China where high-speed rail activity grew by 170% between 2013 and 2015.
In the IEA 2°C Scenario [2DS] and Beyond 2°C Scenario [B2DS] (having a 50% chance of limiting global warming to 2°C and 1.75°C respectively) the rail sector plays a key role in reducing CO2 emissions from transport. High-speed rail in particular plays an important role, as large proportions of short haul aviation activity (trips up to 1000 km) are shifted to high-speed rail towards 2060.
The expansion of metro networks and high capacity/high frequency commuter rail networks has significantly increased urban rail activity in recent years. The growth of these systems can largely be attributed to growth observed in China. High-capacity/high frequency rail activity within Chinese cities has grown by 150% between 2005 and 2015.
Both metros and high capacity/high frequency commuter rail have a better specific energy consumption per passenger-kilometre compared to buses, passenger cars, and two-wheelers. High capacity urban rail requires, on average, less than a tenth of the energy needed per kilometre travelled compared with passenger cars. High capacity urban rail is also more than twice as energy-efficient per passenger-km compared with tramways and light rail systems. This is primarily due to the higher occupancy rates, or load factors, of high capacity urban rail.
To achieve CO2 emission reductions in line with 2DS and B2DS trajectories, significant modal shift in urban transport from private vehicles (passenger cars especially) to more efficient public transport modes are also needed. Consequently, the demand for urban rail services is projected to grow by a factor 6 in the 2DS and by a factor 8 in the B2DS between 2015 and 2060.
The UIC Sustainable Development Unit is grateful to the support of UIC members and their annual contributions to UIC Statistics and to the Environmental Strategy Reporting System (ESRS) of UIC. The direct data collection from railways covers over 90% of the global rail transport activity, and the incorporation of this information into the IEA Mobility Model has increased the consistency of the data, providing a more solid background for the analysis presented in this publication and into the Mobility Model of the IEA.
The production of the Railway Handbook 2017 has been a good opportunity to strengthen collaboration between the IEA and UIC. This relationship has served to enrich and improve the knowledge of activity, energy and emissions data associated with the railway sector.
FRMCS Telecom On-Board System -Architecture Migration Scenarios-TOBA7540-1.0.0
Description and Evaluation of Possible FRMCS MIgration Variants for Existing ETCS and Cab Radio On-Board Units-TOBA 7515-v1.2
Requirements of Railway Undertakings for the Implementation of European Rail Freight Corridors (2014)
UIC ESRS Methodological Rules - Methodology and Policy
Focus on European research projects dealing with security (2014)
UIC Technical Solutions for the operational railway
As the main technical body serving not only railway operators, but the entire community of railway stakeholders, including research centres and universities, UIC is a natural forum for bringing together all stakeholders and for developing collaborative global solutions.
This document, ranging from architecture to financial arrangements, provides an overview of the main achievements and developments in UIC. Depending on one’s different interests, it will give a synthetic description of operational solutions suited to market needs. It will be an efficient tool for summarising in a few pages the added value of UIC spread in different instruments and workflows:
This document, ranging from architecture to financial arrangements, provides an overview of the main achievements and developments in UIC. Depending on one’s different interests, it will give a synthetic description of operational solutions suited to market needs. It will be an efficient tool for summarising in a few pages the added value of UIC spread in different instruments and workflows:
- 700 leaflets describing the entire railway system (with progressive conversion to +/- 300 International Railway Solutions)
- Technical Specifications
- Qualitative and quantitative guidelines
- 118 working groups and more than 1,000 experts drawn from member companies
- Regularly updated procedures, with a dedicated supervisory platform for standardisation.
RAILsilience - Contamination Rates on Trains
Report on Combined Transport in Europe (2007) - Full report
15 September 2026
Innovation Workshop “From chat to action: will Agentic AI transform the travel experience?” takes place
15 September 2026
Investment in rail: 6th International Symposium on High-Speed Rail Socioeconomic Impacts
15 September 2026
Connecting the continent: UIC launches the Regional Competence Hub Africa
14 September 2026
New working groups launched to continue the IRS migration process
7 September 2026
Translating ideas into impact: How the UIC Academic Board for Innovation is driving global rail collaboration
7 September 2026
UIC launches a new cycle of the UIC Global Mentoring Programme for Railway Talent
27 July 2026
Rolling stock training programme successfully completed in Ankara
27 July 2026
Register now for the UIC webinar on railway fuel filtration for internal combustion engines
24 July 2026
Latest UIC publications on rolling stock
23 July 2026
UIC visits the Hitachi Rail plant in Pistoia, Italy
now: 1789776000 date: 1789776000
The UIC Sustainability Impact Awards 2026
2026-09-19 07:18:07
now: 1789776000 date: 1789776000
Railway Fuel Filtration for Internal Combustion Engines
2026-09-19 07:18:07
now: 1789776000 date: 1789776000
UIMC Congress 2026
2026-09-19 07:18:07
now: 1789776000 date: 1789776000
UIC Standardisation Day
2026-09-19 07:18:07
now: 1789776000 date: 1789776000
Excellence in Railway Publications Award 2026
2026-09-19 07:18:07
now: 1789776000 date: 1789776000
56th Watford Conference
2026-09-19 07:18:07
now: 1789776000 date: 1789776000
Investment and Financing Solutions for Africa’s Railway Future
2026-09-19 07:18:07
now: 1789776000 date: 1789776000
9th Training on Commuter and Regional Train Services
2026-09-19 07:18:07
now: 1789776000 date: 1789776000
Africa Region Training session: Security of major events
2026-09-19 07:18:07
now: 1789776000 date: 1789776000
5th Global FRMCS Conference
2026-09-19 07:18:07