WRITTEN QUESTION E-3229/03 by Raffaele Costa (PPE-DE)and Jas Gawronski (PPE-DE) to the Commission. Funding for the Turin-Lyon rail link.
Date: 2003-10-31
Institutions: European Parliament, Provisional data
Subjects: EU financing, eligibility criteria, rail network, trans-European network, transport infrastructure

C 78 E/794

Official Journal of the European Union

EN

27.3.2004

The Commission has received many similar letters from the United Kingdom concerning the need to retain
this derogation for specialised Play-bus vehicles. Consultations with the United Kingdom Department of
Transport have confirmed that this derogation, which the Commission proposal currently wishes to delete,
is used by the United Kingdom authorities to exempt this particular charitable activity. It is noted that
there are no other derogations which could cover this particular activity and so the Commission is open to
taking a more flexible approach on this specific derogation in any future discussions on the proposal.

(1) OJ C 51 E, 26.2.2002.
(2) Council Regulation (EEC) No 3820/85 of 20 December 1985 on the harmonisation of certain social legislation

relating to road transport, OJ L 370, 31.12.1985.

(2004/C 78 E/0844)

WRITTEN QUESTION E-3229/03

by Raffaele Costa (PPE-DE)
and Jas Gawronski (PPE-DE) to the Commission

(31 October 2003)

Subject: Funding for the Turin-Lyon rail link

It would appear that the EU intends not to include the rail link between Turin and Lyon in the 15 projects
awarded priority funding, selected from the list of 29 projects previously identified by the European Plan
for Growth, which included this railway link.

How can this be possible, given that this action is a strategic project for European integration, and that it
has already reached a more advanced stage of planning than a number of the projects that have been
selected? It should also to be taken into account that the project meets the five criteria laid down by
President Prodi on 17 October 2003 (concerning projects that, Prodi requested, could produce results in
the short term, that is, within three years).

These criteria are:

1.

2.

3.

4.

5.

readiness,

cross-border status serving the single market,

ability to produce impact in the context of enlargement,

ecological sustainability,

technological innovation potential.

The Turin-Lyon project fulfils all five of these criteria.

The President of the EIB recently indicated that the bank would fund projects that were ready to start, that
would have a positive economic impact, be profitable (so as to attract private capital) and be capable of
satisfying the demands of the countries affected by them, and it would seem that this project fulfils all
these criteria. Given that, above all, studies by leading financial institutions (Crédit Agricole, San Paolo,
Caisse des Dépôts and Dexia) have indicated that the project can be financed, with 30-35 % private capital,
that is, the maximum level allowed for infrastructure projects of this kind, and that postponing funding by
a further three years would be a waste of precious time, can the Commission provide information on the
matter?

Answer given by Mrs de Palacio on behalf of the Commission

(3 December 2003)

Project number 6 ‘Lyon-Milan-Venice-Trieste’ has been one of the priorities of the trans-European transport
network since the Essen European Council in 1994. The project’s added value and its importance for the
development of the trans-European transport network were clearly expressed in the Van Miert report

27.3.2004

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Official Journal of the European Union

C 78 E/795

published at the end of 2003, and the Commission has reiterated the importance it attaches to the project
by including it among the declared projects of European interest and by extending the link in its proposal
for a review of the trans-European transport network guidelines (TEN-T) to form the route ‘Lyon-Triest/
Koper-Ljubljana-Budapest’.

in the ‘Quick start programme’ of

This is also why the Commission included the cross-border section of the project (the Mont Cenis base
tunnel)
the European Growth Initiative which was adopted on
11 November 2003 at the request of the European Council. This section meets the necessary prerequisites,
given the advanced progress made on the particularly difficult geological studies for the construction of
this tunnel, its effect on the internal market and its environmental benefits. It is by far the most complex
section to be constructed on this strategic route for the trans-European networks. Work on the technical,
economic and financial studies and the test galleries is already in progress and is receiving considerable
financial support from the Community. EUR 100 million (out of a total estimated cost of EUR 371 million)
has already been programmed for the period 2001-2006, and most of this funding has already been paid.
It is also possible that, under the TEN budget, the sums allocated to this project may be re-evaluated,
within the limits of available Community resources,
in the framework of the review of the indicative
multiannual programme (IMP), and in line with the Growth Initiative.

With regard to the possibility of private sector participation in this project, the Commission is closely
following the studies being carried out by the project promoter which are aimed at establishing a funding
plan,
including through a public-private partnership (the form of which has not yet been agreed).
However, it is still too early to give a final answer regarding the importance of private sector participation,
which, in many ways, will depend on choices made regarding the implementation of the project and the
operation of the infrastructure, which are still at the discussion stage. Private sector participation will also
depend on the adoption of a Commission proposal to amend Directive No 99/62 (1)
(Eurovignette
Directive), with the aim, among other things, of allowing heavy goods vehicle charges to be increased in
sensitive areas to contribute to the funding of the construction of alternative infrastructures of European
interest.

(1) Directive 1999/62/EC of the Parliament and of the Council of 17 June 1999 on the charging of heavy goods

vehicles for the use of certain infrastructures, OJ L 187, 20.7.1999.

(2004/C 78 E/0845)

WRITTEN QUESTION E-3238/03

by Konstantinos Hatzidakis (PPE-DE) to the Commission

Subject: New arrangements regarding maritime cabotage in Greece

(3 November 2003)

According to the Greek press, with a view to the new maritime cabotage arrangements which enter into
force on 1 January 2004 in Greece, the Commission and the Greek Ministry for the Merchant Maritime
have decided to set up a joint committee to examine issues relating to the institutional framework in
Greece and the transition to the new provisions of Council Regulation (EEC) No 3577/92 (1) for ending
preferential arrangements in the coastal navigation sector. The Association of Coastal Shipowners wishes
to form part of the committee with a view to supporting full liberalisation in this sector. The press reports
go on to say that the issues under discussion include contracts for crew members of Greek coastal vessels,
the knowledge of Greek required of Community seamen wishing to work in Greece and age limits for
passenger and car ferries applicable in Greece.

In the Commission’s opinion,

1.
these arrangements be incompatible with
Community law, specifically Regulation (EEC) No 3577/92 regarding preferential arrangements in the
coastal navigation sector?

in which areas will

2. What measures must be taken by the Greek authorities by 1 January 2004 to avoid problems
regarding the implementation of Community law?

(1) OJ L 364, 12.12.1992, p. 7.