WRITTEN QUESTION E-3895/02 by Erik Meijer (GUE/NGL) to the Commission. Restoration of the possibility of changing onto long-distance trains in Duisburg on the main line between the Netherlands and Germany.
Date: 2003-01-14
Institutions: European Parliament, Provisional data
Subjects: Germany, Netherlands, competitiveness, consumer protection, frontier region, international transport, provision of services, rail network, rail transport, transport lines

C 268 E/58

Official Journal of the European Union

EN

7.11.2003

(2003/C 268 E/059)

WRITTEN QUESTION E-3894/02

by Erik Meijer (GUE/NGL) to the Commission

(14 January 2003)

Subject: Cutting-off of the Netherlands from long-distance rail connections due to removal from the

timetable of direct connections to the German night train network

1.
Is the Commission aware that, since 15 December 2002, the use of the cross-border railway line
between Hengelo (NL) and Bad Bentheim (D) has been reduced to four day-time trains running between
Amsterdam and Berlin via Amersfoort, Osnabrück and Hanover, and vice versa, and that on this route
there are now no longer any night trains to Berlin or direct trains to Prague, Warsaw and Copenhagen, so
that connecting services to and from the Netherlands with early trains, late trains and all night trains to the
east and north now entail a long detour via Duisburg in Germany, which is much further south and where
it is also possible to connect with the replacements for the night trains which are no longer timetabled
from the Netherlands to Austria and Italy?

2.
Is the Commission aware that, since 15 December 2002, the waiting time for passengers changing
from the DB night trains from Copenhagen, Berlin and Prague in Duisburg (arrival 6.04 a.m.) in order to
travel to Amsterdam has increased from 23 minutes to 2 hours and 51 minutes (departure 8.55 a.m.) and
that the waiting time in the opposite direction (arrival 9.05 p.m., departure 11.18 p.m.) has increased from
26 minutes to 2 hours and 13 minutes?

Is the Commission furthermore aware that, as indicated in the Dutch railway timetable and
3.
confirmed by the absence of any listing in the timetables posted at stations in Germany, it is no longer
permitted for passengers who wish to travel between the Netherlands and Duisburg to use the only night
train which still crosses the border between the Netherlands and Germany since the deletion from the
timetable of the services to Austria and Italy, namely the City Night Line No 306/307 from and to Munich
and Zurich (arrival 11.56 p.m., departure 6.57 a.m.), and that although between 6.20 a.m. and 12.20 a.m.
there are trains nearly every half-hour from Duisburg to Emmerich, near the Dutch border, there is no
longer any connection between them and the Dutch railway network?

How can the Commission help to restore access to the trains of DB-Nachtzug and CNL and the
4.
Polish Jan Kiepura service in Germany and beyond by means of reinstatement of appropriate cross-border
services from and to the Netherlands, for example by reinstatement and extension of the services via Bad
Bentheim, the provision of slow-train services between Emmerich and the Netherlands or permitting the
use of train pair CNL 306/307 by passengers wishing to change trains in Duisburg?

(2003/C 268 E/060)

WRITTEN QUESTION E-3895/02

by Erik Meijer (GUE/NGL) to the Commission

(14 January 2003)

Subject: Restoration of the possibility of changing onto long-distance trains in Duisburg on the main line

between the Netherlands and Germany

Is the Commission aware that, since 15 December 2002,

1.
the cross-border rail service from
Amsterdam to Cologne via Utrecht, Arnhem, Emmerich and Duisburg, whose importance is growing
because of the disappearance of other through services between the Netherlands and Germany, has been
reduced from 11 to 8 trains per day, as through trains to Italy, Austria and Switzerland have been
removed from the timetable and this service has been replaced by six ICE trains per day on the new high-
speed line between Cologne and Frankfurt am Main?

2.
Is the Commission furthermore aware that, due to this reduction in services, there is now a four-hour
gap in the timetable for services to Germany in the morning and that it is no longer possible to depart
from Duisburg for the Netherlands before 8.55 a.m. or after 8.54 p.m.?

How does a state of affairs accord with the Commission’s efforts to achieve European integration in
3.
which, while the greater part of the route between Arnhem and Duisburg is served by slow trains every
half-hour from the early morning to the late evening, only the 15 km link across the border between the
stations of Zevenaar (NL) and Emmerich (D) is completely missing from the timetable, while in the new
timetable the EC 2/3 train pair stops in Emmerich only once a day, whereas until three years ago all
through trains stopped there?

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Official Journal of the European Union

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4. With due regard for the management independence of railway undertakings provided for in Directive
91/440/EEC (1), what can the Commission do to prevent national borders within the EU from becoming
virtually insuperable obstacles to local public transport and connections to stations where it is possible to
change onto through trains on the other side of a border, thus rendering the situation worse than it was
before the inception of the EU?

5. Will the Commission, in consultation with Germany and the Netherlands, the German Land of North
Rhine-Westphalia and the railway companies concerned, DB, NS and Syntus, take measures to ensure that
between the border stations of Emmerich and Zevenaar, each of which has a half-hourly service
connecting it with the national rail network in its Member State, at least one slow train per hour is
scheduled to provide a cross-border connection, by analogy with the cross-border services which have now
been introduced between Enschede (NL) and Gronau (D), Venlo (NL) and Mönchengladbach (D), and
Heerlen (NL) and Aachen (D), which are less important to passengers wishing to use international
connecting services?

(1) OJ L 237, 24.8.1991, p. 25.

Joint answer
to Written Questions E-3894/02 and E-3895/02
given by Mrs de Palacio on behalf of the Commission

(28 February 2003)

The Commission is generally aware of the changes in time-tabling for international rail passenger services.
The time-table change of 15 December 2002 has been the occasion to discontinue a number of long-
distance international rail passenger services.

The Commission regrets the lowering of service levels. However, at present there is not a complete picture
available about development of the number of international railway services.

There are different market segments relevant for international passenger services. The market segment of
high speed services has the best chances of growing as a profitable business and will benefit from a major
extension of the network between now and 2010. The conventional long-distance services segment is
vulnerable at present due to low profitability, competition from low cost air services and due to inaccurate
co-operation between railway undertakings. For short distance cross border services, the situation is mixed
and very much dependent on whether public service contracts have been awarded by public authorities at
both sides of the border. Finding a good model for cross-border co-operation between public authorities is
a difficult issue at present.

The Commission is working on a number of initiatives aimed at improving in the short to medium term
the current situation in international rail passenger services:

(cid:1) it has already adopted an amended proposal on public service contracts (1) which includes the
possibility to extent the public services cross-border and this extension can only be rejected with
reasons (Article 4a 1);

(cid:1) in its work program for 2003, the Commission has planned to table a proposal for a regulation on
passengers’ rights and obligations in international rail services for which the Commission services have
already published a consultation document in October 2002. This initiative should impact on the
service quality level and the connections between services. Introduction of consultation of passenger
organisations on such time-table changes may be part of this process (2);

(cid:1) furthermore, the Commission will propose a directive regarding the opening of the international rail
passenger market. This should improve the competitiveness of the sector and make it more customer
minded.

(1) Amended proposal for a Regulation of the Parliament and of the Council on action by Member States concerning
public service requirements and the award of public service contracts in passenger transport by rail, road and inland
waterway, 21.2.2002, COM(2002) 107 final.

(2) The Commission published a consultation document on this issue, see website http://europa.eu.int/comm/transport/

rail/library/consultation.pdf.