# CE2004078EN.01088601.xml

| 27.3.2004 | EN | Official Journal of the European Union | CE 78/886 |
| --- | --- | --- | --- |

27.3.2004

EN

Official Journal of the European Union

CE 78/886

---

(2004/C 78 E/0937)

WRITTEN QUESTION E-3950/03

by Erik Meijer (GUE/NGL) to the Commission

(22 December 2003)

Subject:   Incentives to halt the continuing cancellation of rapid and direct long-distance international train services

Subject:

| 1. | Is the Commission aware that the trend towards cancelling rapid and direct long-distance train services between major cities, operating across different European internal borders at night, is continuing in the new railway timetables that came into force on 14 December 2003, which see the cancellation of the direct night train services between Brussels and Vienna (EN 224/225 Donau-Walzer) and Brussels/Chur (D 498/499)? |
| --- | --- |

1.

Is the Commission aware that the trend towards cancelling rapid and direct long-distance train services between major cities, operating across different European internal borders at night, is continuing in the new railway timetables that came into force on 14 December 2003, which see the cancellation of the direct night train services between Brussels and Vienna (EN 224/225 Donau-Walzer) and Brussels/Chur (D 498/499)?

| 2. | Did the cancellations in 2002 and 2003 come about because the national railway companies in the Netherlands, Belgium and Germany cancelled services under government pressure to make savings, rendering it impossible for Austria and Switzerland to maintain the connections? |
| --- | --- |

2.

Did the cancellations in 2002 and 2003 come about because the national railway companies in the Netherlands, Belgium and Germany cancelled services under government pressure to make savings, rendering it impossible for Austria and Switzerland to maintain the connections?

| 3. | Can the Commission say what mode of transport the many passengers on these express train services will use in the future? To what extent will the cancellations introduced on 14 December 2003 contribute to a further shift in international passenger traffic to cars and planes? |
| --- | --- |

3.

Can the Commission say what mode of transport the many passengers on these express train services will use in the future? To what extent will the cancellations introduced on 14 December 2003 contribute to a further shift in international passenger traffic to cars and planes?

| 4. | Are international services largely destined to disappear or will they at most continue in the form of short-distance stopping trains and a few busy high-speed lines such as Brussels/Paris? |
| --- | --- |

4.

Are international services largely destined to disappear or will they at most continue in the form of short-distance stopping trains and a few busy high-speed lines such as Brussels/Paris?

| 5. | Is the reason why railways in Europe are becoming less and less international the fact that all forms of public transport have become loss-making in the age of the car and low-cost airlines, while most EU Member States are only prepared to make up the losses of their domestic railway services but do not feel that they are responsible for international connections? |
| --- | --- |

5.

Is the reason why railways in Europe are becoming less and less international the fact that all forms of public transport have become loss-making in the age of the car and low-cost airlines, while most EU Member States are only prepared to make up the losses of their domestic railway services but do not feel that they are responsible for international connections?

| 6. | Will the Commission continue to put its faith in market forces until international rail services have virtually disappeared or is it planning incentives to encourage railway companies to reinstate full international passenger services, for example by allowing the EU to cover the inevitable operating deficits on international services that the Member States are not prepared to finance? |
| --- | --- |

6.

Will the Commission continue to put its faith in market forces until international rail services have virtually disappeared or is it planning incentives to encourage railway companies to reinstate full international passenger services, for example by allowing the EU to cover the inevitable operating deficits on international services that the Member States are not prepared to finance?

Answer given by Mrs de Palacio on behalf of the Commission

(13 February 2004)

(13 February 2004)

According to the information gathered by the companies concerned, international services often operate at a heavy loss and, as they do not receive public service subsidies, companies prefer to halt them for reasons of sound financial management. The cumbersome nature of cooperation arrangements between the Member States is also a reason why these services do not develop better. The Commission believes this sector of the market would be better served if it were liberalised in order to promote a more commercial approach and to allow a single undertaking to take on responsibility for a through service.

There is nothing to stop the authorities of the Member States from concluding contracts with railway companies to provide international services which would otherwise not be profitable, in particular as regards cross-border services, provided that the provisions of Regulation (EEC) No 1191/69 (1) are complied with. This depends on the willingness of the national, regional or local authorities, and the availability of sufficient funds to conclude contracts.

1

The implementation of the first railway package (2) in 2003 created a new legal framework which should make it easier for international groups of companies and subsequently any railway company interested to carry out such operations when these services are fully liberalised, as called for by Parliament. The creation in December 2003 of RailNetEurope, which brings together all the infrastructure managers, will promote the creation of international slots which could be used by companies which wish to introduce these services on a more dynamic commercial basis, which is essential to head off the strong competition from low-cost airlines and the regular coach services which are rapidly developing in Europe.

2

The Commission, which is well aware of the challenges posed by the railway sector in the transport industry, has undertaken, with the first and second railway packages, with which Parliament is very familiar, and a third package which it plans to adopt shortly, to put in place a full European regulatory framework to revitalise the industry by enabling it to offer a high standard of safe services at the European level, which is the prerequisite for its future success given the other modes of transport which are constantly improving.

---

(1)  Regulation (EEC) No 1191/69 of the Council of 26 June 1969 on action by Member States concerning the obligations inherent in the concept of a public service in transport by rail, road and inland waterway, OJ L 156, 28.6.1969, as amended by Council Regulation (EEC) No 1893/91 of 20 June 1991, OJ L 169, 29.6.1991.

1

(2)  Directive 2001/12/EC of the European Parliament and of the Council of 26 February 2001 amending Council Directive 91/440/EEC on the development of the Community's railways, OJ L 75, 15.3.2001. Directive 2001/13/EC of the European Parliament and of the Council of 26 February 2001 amending Directive 95/18/EC on the licensing of railway undertakings, OJ L 75, 15.3.2001. Directive 2001/14/EC of the European Parliament and of the Council of 26 February 2001 on the allocation of railway infrastructure capacity and the levying of charges for the use of railway infrastructure and safety certification, OJ L 75, 15.3.2001.

2

---