99 demandes sur 100 rejetées: transport obligatoire des déchets par voie ferrée

The Austrian government has failed to implement its mandatory waste transportation policy via rail, with 99 percent of all requests rejected since the regulation came into effect. The law requires that waste and recyclable materials weighing over ten tons must be transported by train if the distance exceeds 100 kilometers. Despite these legal mandates, companies have found it nearly impossible to secure rail transport, leading to widespread rejection of their applications. The initiative was introduced in 2021 under the leadership of former Environment Minister Leonore Gewessler, who sought to reduce carbon emissions by shifting waste transportation from trucks to trains. The policy gradually tightened over time, reducing the required distance from 300 kilometers in 2023 to 200 kilometers in 2024, and finally to 100 kilometers this year. The goal was to incentivize the use of rail infrastructure, which is generally more energy-efficient than road transport. However, the implementation has been plagued by logistical challenges and insufficient capacity within the railway system. According to parliamentary records, the situation has worsened significantly. In 2023, 97.2 percent of transport requests were denied. This number climbed to 98.8 percent in both 2024 and 2025. A recent inquiry by opposition politician Michael Bernhard, representing the Neos party, revealed that the rejection rate remained unchanged despite the reduction in the required distance. “With the last step down to 100 kilometers, the number of inquiries doubled while the rejection rate stayed the same,” Bernhard stated. He criticized the policy for imposing high administrative costs on businesses, estimating the financial burden at several million euros. The Austrian Federal Railways (ÖBB) subsidiary Rail Cargo Austria (RCA) has attempted to justify the low acceptance rates, claiming that conditions have improved slightly. However, industry experts argue that the majority of waste transport still relies on single-carriage services, which are primarily managed by RCA. Private operators, on the other hand, specialize in complete freight trains, which are less suitable for transporting waste due to their structure and operational constraints. Bernhard accused the previous government of engaging in clientelist practices to secure economic stability for RCA, which has struggled financially for two consecutive years. He argued that the policy was designed to benefit the state-owned railway company rather than genuinely promoting sustainable waste management. The Greens, however, maintain that their approach was focused solely on achieving environmental goals, without regard for the specific entity responsible for execution. Industry representatives have expressed frustration over the lack of progress, noting that the policy has not led to a meaningful shift in waste transportation methods. Instead, they claim that the regulatory framework has created unnecessary bureaucratic hurdles without delivering tangible results. Meanwhile, the current Environment Ministry continues to dispute claims of inefficacy, insisting that the 99 percent rejection rate does not reflect the true impact of the policy. As the debate continues, the future of the policy remains uncertain. With no clear resolution in sight, stakeholders await further developments that could either clarify the effectiveness of the mandate or lead to potential reforms aimed at improving compliance and outcomes. For now, the reality remains that the vast majority of waste transportation requests continue to be denied, leaving the intended environmental benefits largely unrealized.