WRITTEN QUESTION E-2774/99 by Konstantinos Hatzidakis (PPE-DE) to the Commission. Progress of work on Athens underground rail system.
Date: 2000-01-18
Institutions: European Parliament, Provisional data
Subjects: EU regional policy, Greece, construction policy, cost price, product quality, town planning, underground railway

C 303 E/108

Official Journal of the European Communities

EN

24.10.2000

following a timetable that

is related to the progress of the World trade organisation (WTO)
year,
negotiations and the free trade agreement for the Americas (FTAA) negotiations. It is not possible to
foresee how long the negotiations with Mercosur will take.

(2000/C 303 E/104)

WRITTEN QUESTION E-2767/99

by Bart Staes (Verts/ALE) to the Commission

(18 January 2000)

Subject: Support for inland waterways vessels under 1 000 tonnes

If used to the full by inland navigation, Europe(cid:146)s network of waterways could make a major environmen-
tally compatible contribution towards solving the problem of mobility. A properly developed, well
maintained network of waterways could be the trump card in diverting some transport from roads to
water.

In addition to a proper infrastructure, however, what is needed is a substantial fleet. The main approach
adopted by the European Union has been to increase scale following a 10-year major modernisation
programme (the scrap and build scheme). In addition a directive in 1996 abolished the (cid:145)queuing(cid:146) system
which resulted in a sharp drop in freight rates. Despite the increase in productivity, freights on vessels
under 1 000 tonnes no longer covered costs.

Nevertheless, proper attention should be paid to maintaining a sufficiently large fleet of vessels of up to
1 000 tonnes. Vessels of 350 to 400 tonnes and small river craft are ideally suited for supplying large parts
of the hinterland of some ports via smaller waterways. This is also true of relatively small consignments of
goods.

1. What is the Commission(cid:146)s attitude towards the upkeep of a sufficiently large fleet of vessels of less
than 1 000 tonnes?

2. What efforts is the Commission prepared to make to ensure the viability of this form of inland
navigation and to make this policy part of an endeavour to reduce the problem of mobility by road?

Answer given by Mrs de Palacio on behalf of the Commission

(3 March 2000)

1. Maintaining a fleet of inland waterway vessels of up to 1 000 tonnes is the responsibility of the
operators in the sector and the Commission does not have a view on the matter. The Commission
nevertheless observes that the fleet of small vessels of under 650 tonnes still represents 40 % of the
Community fleets.

2.
The Community(cid:146)s new capacity policy which has operated since April 1999 favours the construction
of the smallest craft if that is what the market decides. The Commission will continue to take action in
favour of transport by inland waterway so that it can offer competitive alternatives to other modes of
transport.

(2000/C 303 E/105)

WRITTEN QUESTION E-2774/99

by Konstantinos Hatzidakis (PPE-DE) to the Commission

(18 January 2000)

Subject: Progress of work on Athens underground rail system

Can the Commission answer the following:

1. What was the initial budget for the construction of the Athens underground rail system and how

much is the final cost of the work expected to be?

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Official Journal of the European Communities

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2. Will the 619 serious shortcomings on the Syntagma-Sepolia and Syntagma-Ethniki Amina sections (cid:129)
referred to in the report by the ATTIKI METRO consortium and published in the Eleftherotypia
newspaper of 5 December 1999 (cid:129) be remedied and not prevent the opening of the network at the
beginning of January as planned?

3. Does it not agree that, if the same set-up had been used as for the construction of the airport at Spata,
i.e. a single contractor instead of a consortium as is the case with the underground rail system, self-
financing and operation of the system by the constructor, the results in terms of the date of
completion and the quality of the work would have been better?

Answer given by Mr Barnier on behalf of the Commission

(28 February 2000)

The initial budget,

1.
in the contract signed in 1991, was DRA 261 500 million (November 1991
prices). After adjustment to inflation, as provided for in the contract, this amounts to DRA 420 000 million
at December 1999 prices.

However the project(cid:146)s total budget currently stands at DRA 530 000 million (December 1999 prices) (cid:129)
for two reasons. The Greek Parliament in 1994 approved a 14,64 % increase to make certain improve-
ments to the project, particularly regarding stations. A further 10 % increase (March 1998 prices) was
adopted, as allowed for in the contract, to cover unforeseen geological difficulties and increased safety for
city buildings.

The 619 technical problems identified in November 1999 have been resolved, and the metro started

2.
running on 28 January 2000.

The differences between the two projects makes it impossible for the Commission to draw any such
3.
conclusions. The information available to it, however,
is that the Greek authorities are examining the
possibility of other approaches, e.g. franchising agreements, for planned further extensions to the Athens
Metro to be co-funded by the Community.

(2000/C 303 E/106)

WRITTEN QUESTION E-2776/99

by Alexandros Alavanos (GUE/NGL) to the Commission

Subject: Funding of a training school for tourist couriers

(18 January 2000)

There is no school in Greece for training couriers for the tourist industry and the knowledge which those
currently working as couriers possess is gained from their experience and in-house courses.

Can the Commission answer the following:

1. Will it say whether it could provide joint funding to set up a post-secondary school to train couriers

for the tourist industry?

2.

For which in-house courses for training couriers in Greece did the Union provide funding from 1996
to 1999 and what were the sums involved?

3. How many people received training on those courses?

4.

In view of the allegations that some of those who attended these courses were subsequently unable to
work as couriers because it is prohibited to do so by their current profession, e.g. civil servants, can
the Commission confirm that such people did not take part in the courses run between 1996 and
1999?