WRITTEN QUESTION E-3950/03 by Erik Meijer (GUE/NGL) to the Commission. Incentives to halt the continuing cancellation of rapid and direct long-distance international train services.
Date: 2003-12-22
Institutions: European Parliament, Provisional data
Subjects: common transport policy, high-speed transport, international transport, rail network, service, transport company

C 78 E/886

Official Journal of the European Union

EN

27.3.2004

(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

Is the Commission aware that the trend towards cancelling rapid and direct long-distance train
1.
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?

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?

Are international services largely destined to disappear or will they at most continue in the form of

4.
short-distance stopping trains and a few busy high-speed lines such as Brussels/Paris?

Is the reason why railways in Europe are becoming less and less international the fact that all forms
5.
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?

Answer given by Mrs de Palacio on behalf of the Commission

(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
the provisions of Regulation (EEC) No 1191/69 (1) are
regards cross-border services, provided that
complied with. This depends on the willingness of the national, regional or local authorities, and the
availability of sufficient funds to conclude contracts.

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.

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Official Journal of the European Union

C 78 E/887

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.

(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.

(2004/C 78 E/0938)

WRITTEN QUESTION P-3954/03

by Gian Gobbo (NI) to the Commission

(16 December 2003)

Subject: Issue of one-euro banknotes

In many countries, and especially in Italy, the introduction of the euro and the accompanying replacement
of national currencies has led to a significant rise in inflation, particularly in consumer and retail prices.

The rise in inflation is depressing consumption and significantly reducing the purchasing power of the
most vulnerable sectors of Europe’s population, especially pensioners.

Consumers often still find themselves unprepared for using the new European currency.

Had the Commission anticipated these consequences?

Does the Commission not consider that it would be desirable to allow the issue of one-euro banknotes,
thus giving consumers the instant psychological
impression that the notes are in fact worth more,
particularly in Italy?

Answer given by Mr Solbes Mira on behalf of the Commission

(15 January 2004)

The Commission’s analysis of the evolution of the harmonised consumer price index shows that the
introduction of the euro impinged on the inflation rate, although the effect has been very limited. In the
euro area as a whole, only up to 0,3 % rate points at most of the euro area inflation rate of 2,3 % in 2002
(2,6 % for Italy) can be attributed to the introduction of the euro. Price increases in certain sectors were
somewhat higher (e.g. restaurants, hotels, services, etc.), although their impact on the overall harmonised
consumer price index is rather small since such items only represent a small share of the overall consumer
basket.

The latest Eurobarometer survey (published on 15 December 2003) indicates that consumers appreciate
the euro. In particular the results concerning the euro banknotes and coins show that in general citizens
handle the single currency very well. 92 % (92 % in Italy) do not have any problems in handling the euro
banknotes, while 71 % (75 % in Italy) find it easy to distinguish and use the coins.