REPORT on the proposal for a directive of the European Parliament and of the Council amending Directive 2012/34/EU of the European Parliament and of the Council of 21 November 2012 establishing a single European railway area, as regards the opening of the market for domestic passenger transport services by rail and the governance of the railway infrastructure
21.1.2014 - (COM(2013)0029 – C7‑0025/2013 – 2013/0029(COD)) - ***I
Committee on Transport and Tourism
Rapporteur: Saïd El Khadraoui
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DRAFT EUROPEAN PARLIAMENT LEGISLATIVE RESOLUTION
on the proposal for a directive of the European Parliament and of the Council amending Directive 2012/34/EU of the European Parliament and of the Council of 21 November 2012 establishing a single European railway area, as regards the opening of the market for domestic passenger transport services by rail and the governance of the railway infrastructure
(COM(2013)0029 – C7‑0025/2013 – 2013/0029(COD))
(Ordinary legislative procedure: first reading)
The European Parliament,
– having regard to the Commission proposal to Parliament and the Council (COM(2013)0029),
– having regard to Article 294(2) and Article 91 of the Treaty on the Functioning of the European Union, pursuant to which the Commission submitted the proposal to Parliament (C7‑0025/2013),
– having regard to Article 294(3) of the Treaty on the Functioning of the European Union,
– having regard to the reasoned opinions submitted, within the framework of Protocol No 2 on the application of the principles of subsidiarity and proportionality, by the French Senate, the Lithuanian Parliament, the Chamber of Deputies of the Grand Duchy of Luxembourg, the Netherlands Senate, the Netherlands House of Representatives and the Swedish Parliament, asserting that the draft legislative act does not comply with the principle of subsidiarity,
– having regard to the opinion of the European Economic and Social Committee of 11 July 2013[1],
– having regard to the opinion of the Committee of the Regions of 8 October 2013[2],
– having regard to Rule 55 of its Rules of Procedure,
– having regard to the report of the Committee on Transport and Tourism and the opinions of the Committee on Employment and Social Affairs and the Committee on Regional Development (A7-0037/2014),
1. Adopts its position at first reading hereinafter set out;
2. Calls on the Commission to refer the matter to Parliament again if it intends to amend its proposal substantially or replace it with another text;
3. Instructs its President to forward its position to the Council, the Commission and the national parliaments.
Amendment 1 Proposal for a directive Recital 1 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
(1) Over the past decade, the growth of passenger traffic by rail has been insufficient to increase its modal share in comparison to cars and aviation. The 6 % modal share of passenger transport for rail in the European Union has remained fairly stable. Rail passenger services have not kept pace with evolving needs in terms of offer or quality. |
(1) Over the past decade, the European motorway network has grown by 27 %, but the railway network in use has shrunk by 2 %. Furthermore, the growth of passenger traffic by rail has been insufficient to increase its modal share in comparison to cars and aviation. The 6 % modal share of passenger transport for rail in the European Union has remained fairly stable and rail passenger services have not kept pace with evolving needs in terms of offer or quality. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 2 Proposal for a directive Recital 1 a (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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(1a) The principal reasons for rail’s insufficient modal share in Europe include unfair competition as regards other modes of transport, a lack of political will to develop rail transport and under-investment in rail networks. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 3 Proposal for a directive Recital 2 a (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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(2a) The practical effects of the provisions of those Directives need to be assessed by checking the quality of the services provided on the basis of specific facts, tendering and use rates, costs and charges. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Justification | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
The consequences of liberalisation in Europe need to be examined closely, with a focus on economic, social and environmental outcomes. | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 4 Proposal for a directive Recital 2 b (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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(2b) In order to establish a single European rail area, it is vital for the relevant legislation to be effectively and fully applied in all the Member States within the prescribed time-limits. Given the deficiencies that have been identified in the sector, the Member States should keep a close eye on the implementation of Union legislation. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 5 Proposal for a directive Recital 2 c (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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(2c) Several studies and questionnaires demonstrate that, in Member States that have opened their markets for domestic passenger transport, such as Sweden and the United Kingdom, the railway market has grown, including more satisfied passengers and personnel. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 6 Proposal for a directive Recital 3 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
(3) Directive 2012/34/EU of the European Parliament and of the Council of 21 November 2012 establishing a single European railway area8 establishes a single European railway area with common rules on the governance of railway undertakings and infrastructure managers, on infrastructure financing and charging, on conditions of access to railway infrastructure and services and on regulatory oversight of the rail market. With all these elements in place, it is now possible to complete the opening of the Union railway market and reform the governance of infrastructure managers with the objective of ensuring equal access to the infrastructure. |
(3) Directive 2012/34/EU of the European Parliament and of the Council of 21 November 2012 establishing a single European railway area8 establishes a single European railway area with common rules on the governance of railway undertakings and infrastructure managers, on infrastructure financing and charging, on conditions of access to railway infrastructure and services and on regulatory oversight of the rail market. With all these elements in place, it is now possible to complete the opening of the Union railway market and reform the governance of infrastructure managers with the objective of ensuring equal access to the infrastructure in order to improve the quality of rail services throughout the Unionwhile safeguarding social standards and employment conditions. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
_________________ |
_________________ | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
8 OJ L 343, 14.12.2012, p. 32. |
8 OJ L 343, 14.12.2012, p. 32. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 7 Proposal for a directive Recital 3 a (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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(3a) The completion of the opening of the Union railway market should be seen as essential in order to enable rail to become a credible alternative to other modes of transport in terms of price and quality. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 8 Proposal for a directive Recital 4 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
(4) Directive 2012/34/EU requires the Commission to propose, if appropriate, legislative measures in relation of the opening of the market for domestic passenger transport services by rail and to develop appropriate conditions to ensure non-discriminatory access to infrastructure, building on the existing separation requirements between infrastructure management and transport operations. |
(4) Directive 2012/34/EU requires the Commission to propose, if appropriate, legislative measures in relation of the opening of the market for domestic passenger transport services by rail and to develop appropriate conditions to ensure the most cost efficient non-discriminatory access to infrastructure including incumbent-owned sales infrastructure, building on the existing separation requirements between infrastructure management and transport operations. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Justification | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
It is inefficient for newcomers with just a few trains per day to set up expensive ticket offices and ticket machines on their own – at commercial rates decided by the station owner, which might be the holding company of the incumbent railway operator. | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 9 Proposal for a directive Recital 4 a (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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(4a) The opening of the market for domestic passenger transport will have a positive impact on the working of the European railway market; this will lead to greater flexibility and more possibilities for companies and passengers. Railway personnel will also benefit from the opening, as it will improve their chances of providing their services to new players on the market. Experienced workers can give the new players added value, leading to better labour conditions. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 10 Proposal for a directive Recital 4 b (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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(4b) Member States are responsible for the organisation of their labour markets for railway personnel. They should however make sure that the way in which the labour market is organised does not harm the quality of the service. Union law already provides for a clear framework for the protection of railway workers. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 11 Proposal for a directive Recital 5 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
(5) Better coordination between infrastructure managers and railway undertakings should be ensured through the establishment of a coordination committee, in order to achieve efficient management and use of the infrastructure. |
(5) Better coordination between infrastructure managers and railway undertakings should be ensured through the establishment of a coordination committee, in order to achieve efficient management and use of the infrastructure. In addition, in order to ensure the smooth running of operations in the daily management of the network, the infrastructure manager at traffic control level should coordinate with railway undertakings, without compromising either its independence and responsibility for managing the network or the existing rules. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Justification | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
The cooperation at technical level between the infrastructure manager and railway undertakings should be improved in order to strengthen the efficient management of the network. This should be done without compromising the independence and role of the infrastructure manager. | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 12 Proposal for a directive Recital 6 a (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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(6a) In order to secure sufficient and fair competition within the European railway area, it is necessary not only to guarantee non-discriminatory access to infrastructure but also to integrate national rail networks and strengthen the regulatory bodies. Such strengthening should take the form of extending the powers of the competent regulatory bodies and developing a network of regulatory bodies which would in future be a key operator in the regulation of the rail transport market in the Union. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 13 Proposal for a directive Recital 6 b (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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(6b) The infrastructure manager, in exercising all the relevant functions as provided for in this Directive, should be required to use its competences to constantly improve the efficiency of the management of the rail infrastructure with a view to providing high-quality services to its users. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Justification | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
The infrastructure manager gains competences through the changes proposed by the Commission of Article 3.2. It should use those competences in the spirit of providing high-quality services to its users, the railway undertakings and their passengers. Infrastructure managers across the EU should share the same "mission statement". | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 14 Proposal for a directive Recital 7 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
(7) Cross-border issues should be addressed efficiently between infrastructure managers of the different Member States through the establishment of a European network of infrastructure managers. |
(7) Without prejudice to Member States’ powers as regards infrastructure planning and financing, cross-border issues such as track-access charges should be addressed efficiently between infrastructure managers of the different Member States through the establishment of a European network of infrastructure managers. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Justification | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Making concerted efforts to unify the powers and duties of infrastructure managers should not preclude the Member States from intervening when it comes to infrastructure planning and financing. | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 15 Proposal for a directive Recital 8 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
(8) In order to ensure equal access to the infrastructure, any conflicts of interest resulting from integrated structures encompassing infrastructure management and transport activities should be removed. Removing incentives to discriminate against competitors is the only way to guarantee equal access to the railway infrastructure. It is a requirement for the successful opening of the market for domestic passenger transport services by rail. This should also remove the potential for cross-subsidisation, which exists in such integrated structures, and which also leads to market distortions. |
(8) In order to ensure equal access to the infrastructure, integrated structures should be shaped in such a way that no conflicts of interest arise between infrastructure management and transport activities. Removing potential incentives to discriminate against competitors is the only way to guarantee equal access to the railway infrastructure. It is a requirement for the successful opening of the market for domestic passenger transport services by rail. This should also remove the potential for cross-subsidisation, which exists in such integrated structures, and which also leads to market distortions, as well as arrangements in respect of staff remuneration and other benefits which might result in preferential treatment compared to competitors. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 16 Proposal for a directive Recital 9 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
(9) The existing requirements for the independence of infrastructure managers from railway transport undertakings, as laid down in Directive 2012/34/EU, only cover the essential functions of the infrastructure manager, which are the decision-making on train path allocation, and the decision-making on infrastructure charging. It is however necessary that all the functions are exercised in an independent way, since other functions may equally be used to discriminate against competitors. This is in particular true for decisions on investments or on maintenance which may be made to favour the parts of the network which are mainly used by the transport operators of the integrated undertaking. Decisions on the planning of maintenance works may influence the availability of train paths for the competitors. |
(9) The existing requirements for the independence of infrastructure managers from railway transport undertakings, as laid down in Directive 2012/34/EU, only cover the essential functions of the infrastructure manager, which are the decision-making on train path allocation, and the decision-making on infrastructure charging. It is however necessary that all the functions are exercised in an independent way, since other functions may equally be used to discriminate against competitors. This is in particular true for decisions on access to ticketing services, stations and depots, on investments or on maintenance which may be made to favour the parts of the network which are mainly used by the transport operators of the integrated undertaking. Decisions on the planning of maintenance works may influence the availability of train paths for the competitors. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Justification | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Unfair access to ticket offices, stations and maintenance depots are also causes of discrimination | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 17 Proposal for a directive Recital 9 a (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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(9a) Despite the implementation of the safeguards set out in Directive 2013/34/EU guaranteeing the independence of the infrastructure manager, vertically integrated undertakings could use their structure to give railway operators belonging to such undertakings an undue competitive edge. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 18 Proposal for a directive Recital 11 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
(11) Member States should therefore be required to ensure that the same legal or natural person or persons are not entitled to exercise control over an infrastructure manager and, at the same time, exercise control or any right over a railway undertaking. Conversely, control over a railway undertaking should preclude the possibility of exercising control or any right over an infrastructure manager. |
(11) This Directive aims to establish free and fair competition between all railway undertakings, and therefore precludes a railway undertaking from retaining a vertically integrated model as defined in Article 3. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 19 Proposal for a directive Recital 12 a (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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(12a) Improving railway safety should be considered seriously during the process of opening the market for domestic passenger transport services by rail, particularly when it comes to reforming the integrated structures currently in place, in order to avoid the creation of additional administrative obstacles compromising the maintenance and improvements of safety. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 20 Proposal for a directive Recital 13 b (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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(13b) Taking into account the heterogeneity of networks in terms of their size and density and the variety in the organisational structures of national and local or regional authorities and their respective experiences of the process of market opening, each Member State should be given sufficient flexibility to organise its network in such a way that a mix of open-access services and services performed under public service contracts can be achieved in order to ensure a high quality of services readily accessible to all passengers. Following selection of the public service contracts to be put out to tender, each Member State should establish on a case‑by‑case basis which safeguard mechanisms are to be introduced for each service should the tender procedure not be successfully completed. Those mechanisms should not in any way generate additional charges for the railway undertakings managing those services. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 21 Proposal for a directive Recital 14 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
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(14) Granting Union railway undertakings the right of access to railway infrastructure in all Member States for the purpose of operating domestic passenger services may have implications for the organisation and financing of rail passenger services provided under a public service contract. Member States should have the option of limiting such right of access where it would compromise the economic equilibrium of those public service contracts and where approval has been given by the relevant regulatory body. |
(14) Granting Union railway undertakings the right of access to railway infrastructure in all Member States for the purpose of operating domestic passenger services may have implications for the organisation and financing of rail passenger services provided under a public service contract. Member States should have the option of limiting such right of access where it would compromise the economic equilibrium of those public service contracts or the quality of the service that they provide and where approval has been given by the relevant regulatory body. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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The economic equilibrium of the public service contract should not be the only criterion. Effects on the quality of the service provided, such as punctuality, maintaining connections, the number of stops and the frequency of trains therefore also need to be taken into account. | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 22 Proposal for a directive Recital 15 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
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(15) Regulatory bodies should assess the potential economic impact of domestic passenger services provided under open access conditions on existing public service contracts following a request made by interested parties and on the basis of an objective economic analysis. |
(15) On its own initiative or following a request made by interested parties, regulatory bodies should assess, on the basis of an objective economic analysis, the potential economic impact of domestic passenger services provided under open access conditions on existing public service contracts. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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In order to discover the optimal combination of domestic passenger services provided under open access conditions and on the basis of existing public service contracts, the assessment by regulatory bodies cannot be conducted on the basis of a prior request only. | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 23 Proposal for a directive Recital 18 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
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(18) When assessing whether the economic equilibrium of the public service contract would be compromised, regulatory bodies should consider the economic impact of the intended service on existing public service contracts taking into account its impact on the profitability of any services included in such public service contracts and the consequences for the net cost to the competent public authority that awarded the contracts. To make this assessment, factors such as passenger demand, ticket pricing, ticketing arrangements, location and number of stops and the timing and frequency of the proposed new service should be examined. |
(18) When assessing whether the economic equilibrium of the public service contract would be compromised, regulatory bodies should consider the economic and social impact of the intended service on existing public service contracts, taking into account its impact on the profitability of any services included in such public service contracts, the consequences for enhancing cohesion policy in the area concerned and the net cost to the competent public authority that awarded the contracts. To make this assessment, factors such as passenger demand, ticket pricing, ticketing arrangements, location and number of stops and the timing and frequency of the proposed new service should be examined. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Social and cohesion policy issues have to be compulsorily considered by the regulatory body. | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 24 Proposal for a directive Recital 18 a (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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(18a) In order to determine whether the quality of the service provided under a public service contract is affected by a free-access service on the same network, the regulatory bodies should take into account, in particular, network effects, the maintenance of connections and the punctuality of the services provided under the public service contract. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 25 Proposal for a directive Recital 19 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
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(19) In order to increase the attractiveness of railway services for passengers, Member States should be in a position to require railway undertakings operating domestic passenger services to participate in a common information and integrated ticketing scheme for the supply of tickets, through-tickets and reservations. If such a scheme is established, it should be ensured that it does not create market distortion or discriminate between railway undertakings. |
(19) In order to increase the attractiveness of railway services for passengers, Member States should require railway undertakings operating domestic passenger services to participate in a common information and integrated ticketing scheme for the supply of tickets, through-tickets and reservations. Such a scheme should ensure that it does not create market distortion or discriminate between railway undertakings. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Justification | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Any domestic passenger operator should join a ticketing scheme in order to offer to passengers the possibility to buy tickets for any operator's service from any operator. | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 26 Proposal for a directive Recital 19 a (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
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(19a) It is important that railway undertakings engage in the development of integrated ticketing schemes, in particular as regards local and regional transport, in order to increase the attractiveness of rail transport for passengers. Such schemes should not create market distortion or discriminate between railway undertakings. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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This recital concerns the importance of intermodal ticketing schemes, which are defined as "integrated ticketing schemes". | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 27 Proposal for a directive Recital 19 b (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
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(19b) Since the new package seeks to strengthen passenger rights, and as freedom of movement is one of the basic pillars of the Union, greater efforts should be made to also safeguard that right for disabled persons and for persons with reduced mobility. This makes improving accessibility to means of transport and infrastructure a priority. In order to achieve that objective, cross‑border contacts should be encouraged. This also applies to the assistance provided for that specific category of passengers, which should be harmonised within a broader system. A consultation process should be launched in this respect, involving the social partners, the public and organisations for the protection of the rights of disabled persons. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 28 Proposal for a directive Recital 19 c (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
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(19c) In the light of the experience acquired through the network of regulatory bodies provided for in Article 57 of Directive 2012/34/EU, the Commission should, by no later than 31 December 2016, draw up a legislative proposal strengthening the network of regulatory bodies, formalising its procedures and giving it legal personality. That body should have a supervisory and arbitration function enabling it to deal with cross-border and international problems and to hear appeals against decisions taken by national regulatory bodies. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Justification | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
The European Network of Regulatory Bodies should be established and be operational by December 2016. | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 29 Proposal for a directive Recital 19 d (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
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(19d) With a view to completion of the Single European Railway Area, and given the competition in the railway sector, the Commission is committed to actively supporting and encouraging social dialogue at Union level in order to ensure that railway workers are protected in the long term against unwanted effects of market opening, such as social dumping. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 30 Proposal for a directive Recital 19 e (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
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(19e) Passengers should have access to functioning through-ticketing schemes and integrated ticketing schemes. Such schemes would also make railways a more attractive means of transport for people. Through-ticketing schemes developed by the sector within Member States should be interoperable with each other in order to enable a Union-wide scheme to be created that encompasses all rail passenger operators. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 31 Proposal for a directive Recital 19 f (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
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(19f) In light of the experience acquired through the network of regulatory bodies established pursuant to Article 57 of Directive 2012/34/EU, the Commission should draw up a legislative proposal to replace the network with a European Regulatory Body, formalising its procedures and giving it legal personality, by no later than 31 December 2019, in time for the opening of domestic passenger transport services by rail. That body should have a supervisory and arbitration function enabling it to deal with cross-border and international problems and to hear appeals against decisions taken by national regulatory bodies. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Justification | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
The European Regulatory Body should replace the European network of regulatory bodies by December 2019.If the EU aim is to develop a Single European Railway Market, the regulatory body must be a European one. We want to avoid seeing EU rules being applied and interpreted differently in each Member State by national regulators in particular in those cases where National regulatory body are not acting efficiently, are not independent and haven't got sufficient staff and resources. | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 32 Proposal for a directive Recital 19 g (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
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(19g) In order to avoid social dumping, a railway undertaking should only be able to provide rail transport services if it complies with representative collective agreements or national laws laying down standards within the Member State in which it intends to act. Provision should therefore be made for equal pay in the same place. The competent regulatory body should monitor compliance with this requirement. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Justification | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Necessary addition to clarify the compulsory requirement for any railway undertaking to be able to operate in a Member State. | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 33 Proposal for a directive Recital 19 h (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
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(19h) The national regulatory body should approve or request changes to the arrangements for the transfer of staff. This may include the application of a cooling-off period for staff who are to be transferred. The regulatory body, when taking its decision, should aim at avoiding the transfer of sensitive information from the infrastructure manager to another entity within the integrated undertaking. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 34 Proposal for a directive Recital 19 i (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
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(19i) The opening of the market should not have any adverse repercussions on the working and social conditions of railway workers. The relevant social clauses should be respected in order to avoid any social dumping or unfair competition by new entrants that fails to respect minimum social standards in the railway sector. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Justification | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
The opening up of the market must not have an adverse impact on social and working conditions in the railway sector and should conform to national legislation in the field of social and health protection. | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 35 Proposal for a directive Recital 19 j (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
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(19j) Railway undertakings and infrastructure managers should establish within their safety culture a just culture' in order to actively encourage personnel to report safety related accidents, incidents and near misses without being subject to punishment or discrimination. A just culture enables the railway industry to learn lessons from accidents, incidents and near misses and thereby improve safety on the railway for workers and passengers. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 36 Proposal for a directive Recital 19 k (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
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(19k) The Commission should ensure the full and correct enforcement by Member States of the provisions of Council Directive 2005/47/EC8a. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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_________________ | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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8a Council Directive 2005/47/EC of 18 July 2005 on the Agreement between the Community of European Railways (CER) and the European Transport Workers' Federation (ETF) on certain aspects of the working conditions of mobile workers engaged in interoperable cross-border services in the railway sector (OJ L 195, 27.7.2005, p. 15). | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 37 Proposal for a directive Recital 19 l (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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(19l) In the light of the development of the single European railway area and the further opening of the rail transport market, Member States should make use of representative collective agreements in order to avoid social dumping and unfair competition. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 38 Proposal for a directive Recital 19 m (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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(19m) The Commission should assess the impact of this Directive on the development of the labour market for railway on-board staff and, if appropriate, propose new legislative measures on the certification of such staff. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 39 Proposal for a directive Recital 19 n (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
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(19n) On-board personnel are a professional group within the railway sector that performs safety-relevant tasks. It traditionally performs operational safety tasks within the railway system and is responsible for the comfort and safety of passengers on board trains. A certification similar to the certification of locomotive drivers is useful in order to guarantee a high level of qualifications and competences, to recognise the relevance of that professional group for the safety of rail services but also to facilitate mobility of workers. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 40 Proposal for a directive Recital 19 o (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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(19o) The national regulatory body should approve or request changes to the arrangements for the transfer of staff. This may include the application of a cooling-off period for staff who are to be transferred. The regulatory body, when taking its decision, should aim at avoiding the transfer of sensitive information from the infrastructure manager to another entity within the integrated undertaking. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 41 Proposal for a directive Recital 20 a (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
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(20a) Infrastructure managers should cooperate in cases concerning incidents or accidents with an impact on cross-border traffic, with a view to sharing any relevant information and thereby avoiding negative spill-over effects; | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Justification | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
To date information on incidents and accidents which disrupt cross-border traffic is not automatically transmitted to other affected networks. Infrastructure managers should cooperate to improve the flow of information in such cases. | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 42 Proposal for a directive Recital 20 b (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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(20b) The regulatory body should be competent to monitor infrastructure maintenance works so as to ensure that they are not undertaken in a way that leads to discrimination between railway undertakings. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 43 Proposal for a directive Recital 20 c (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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(20c) The infrastructure manager within a vertically integrated undertaking should be able to offer its staff certain social services in premises that are used by other entities of the vertically integrated undertaking. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 44 Proposal for a directive Recital 20 d (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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(20d) The infrastructure manager within a vertically integrated undertaking should be allowed to cooperate with other entities of the vertically integrated undertaking as regards the development of IT systems, subject to the approval of the regulatory body. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 45 Proposal for a directive Recital 20 e (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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(20e) The conditions for offering tickets, through tickets and reservations throughout the Union, as provided for in Article 9 of Regulation (EC) No 1371/2007, should be considered fulfilled once the common travel information and ticketing scheme is set up by 12 December 2019, in line with the provisions of this Directive. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Complements the amendments to Art. 13a as regards the common ticketing scheme. | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 46 Proposal for a directive Recital 20 f (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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(20f) The regulatory body should produce, immediately after the entry into force of this Directive, guidelines on the enhancement of the independence of the infrastructure manager. Those guidelines should contain rules laying down sufficient 'cooling-off' periods during which transfers of members of the supervisory and management board and of managers directly reporting to them are not possible; on the possibility of having simultaneous positions on boards of different legal entities within the vertically integrated undertakings; on the possibility of holding an interest in, or receiving any financial benefit from, any other legal entities within the vertically integrated undertaking; and on the performance-based elements of their remuneration, which should not depend on the business results of any other legal entities within the vertically integrated undertaking. The guidelines should also contain rules on how to avoid any conflict of interest, on the disclosure of sensitive information in the context of transfers of members of the supervisory or management board of the infrastructure manager and, if appropriate, the managers directly reporting to them, to any senior position with another legal entity within the vertically integrated undertaking, on separate premises and on protected access to information systems. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 47 Proposal for a directive Recital 20 g (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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(20g) Under this Directive, Member States are free at any time to choose between different types of structures for infrastructure managers that co-exist within the single European railway area, namely separated and vertically integrated undertakings, even if they have already introduced a separated type of structure. This Directive lays down various rules and principles governing the internal organisation of those structures. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 48 Proposal for a directive Recital 20 h (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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(20h) For the purposes of this Directive, the concept of supervisory board, administrative board, management board or bodies legally representing the undertaking should be applied to existing corporate structures in the Member States, while avoiding as far as possible the creation of additional bodies. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 49 Proposal for a directive Article 1 – point -1 (new) Directive 2012/34/EU Article 1 – paragraph 2 a (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Amendment 50 Proposal for a directive Article 1 – point -1 a (new) Directive 2012/34/EU Article 1 – paragraph 2 b (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Amendment 51 Proposal for a directive Article 1 – point 1 – point b Directive 2012/34/EU Article 3 – point 5 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Amendment 52 Proposal for a directive Article 1 – point 1 – points c a and c b (new) Directive 2012/34/EU Article 3 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Justification | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Complements Art 7d, paragraph 2, point f and the role of the coordination committee as regards the development of integrated ticketing schemes proposed therein. This is the definition used in regulation 1371/2007. For the sake of clarity it should also be included in this Directive which deals with the same subject. | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 53 Proposal for a directive Article 1 – point 1 – point c c (new) Directive 2012/34/EU Article 3 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Amendment 54 Proposal for a directive Article 1 – point 1 – point c d (new) Directive 2012/34/EU Article 3 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Amendment 55 Proposal for a directive Article 1 – point 3 Directive 2012/34/EU Article 7 – paragraph 2 – introductory sentence | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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The proposed strict separation rules will prevent various types of cooperation between RUs and an IM which, previous experience suggests, can deliver wider rail network benefits in EU Member States. Where appropriate, an IM and RUs should be able to take joint decisions which deliver network benefits provided this is done in a transparent and non-discriminatory way. In so doing, they will exercise influence over each other with respect to areas of cooperation but not “controlling” rights. | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 56 Proposal for a directive Article 1 – point 3 Directive 2012/34/EU Article 7 – paragraph 4 a (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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An independent infrastructure manager should have the possibility to engage in agreements with railway undertakings in order to improve the performance of a specific line or part of the network. Such an agreement would require the approval of the regulatory body and be of limited duration. | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 57 Proposal for a directive Article 1 – point 3 Directive 2012/34/EU Article 7 – paragraph 5 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Justification | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Member States should be allowed to choose also in the future between a separation of the infrastructure manager from railway undertakings or an integrated structure. | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 58 Proposal for a directive Article 1 – point 4 Directive 2012/34/EU Articles 7 a, 7 b, 7 c | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Amendment 59 Proposal for a directive Article 1 – point 4 Directive 2012/34/EU Article 7 d – paragraph 1 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Amendment 60 Proposal for a directive Article 1 – point 4 Directive 2012/34/EU Article 7 d – paragraph 2 – point e | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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The coordination committee should discuss the priority rules for capacity allocation, including the case of conflicting requests which is why reference is made to Art 46(4). The infrastructure manager may not, in case of competing requests for track access, unduly favour big client undertakings over smaller ones. | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 61 Proposal for a directive Article 1 – point 4 Directive 2012/34/EU Article 7 d – paragraph 2 – point g a (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Consultation of the users of the rail freight and passenger transport services would provide relevant information to the Coordination Committee for performing his tasks as an advisor to the infrastructure manager and the Member State. | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 62 Proposal for a directive Article 1 – point 4 Directive 2012/34/EU Article 7 d – paragraph 2 – subparagraph 2 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Rules must be laid down to govern the establishment of the Coordination Committee. Establishing the committee must not serve to undermine the Member States' discretionary and decision-making powers in the area of rail infrastructure or the principle of business secrecy, as regards either the infrastructure manager or railway undertakings. | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 63 Proposal for a directive Article 1 – point 4 Directive 2012/34/EU <Article2>Article 7 d – paragraph 3</Article2> | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Amendment 64 Proposal for a directive Article 1 – point 4 Directive 2012/34/EU Article 7 e – paragraph 1 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Coordination is needed among infrastructure managers to facilitate cross-border travel. | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 65 Proposal for a directive Article 1 – point 4 Directive 2012/34/EU Article 7 e – paragraph 2 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Amendment 66 Proposal for a directive Article 1 – point 4 Directive 2012/34/EU Article 7 e – paragraph 3 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Amendment 67 Proposal for a directive Article 1 – point 5 – point a a (new) Directive 2012/34/EU Article 10 – paragraph 2 a (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Justification | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
The question of access to passenger and freight market for undertakings controlled from third countries needs to be addressed. It is both necessary and fair to ensure that balanced conditions exist on the basis of reciprocity. In the absence of such conditions, no individual Member State should be required to open its market to undertakings established in third countries or to undertakings directly or indirectly controlled by persons from third countries. The definition is taken from Council Regulation (EC) No 139/2004 on the control of concentrations between undertakings. | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 68 Proposal for a directive Article 1 – point 6 – point a Directive 2012/34/EU Article 11 – paragraph 1 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Amendment 69 Proposal for a directive Article 1 – point 6 – point b Directive 2012/34/EU Article 11 – paragraph 2 – subparagraph 1 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Justification | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
The criteria that define the economic equilibrium need to be specified in more detail. The text is inspired by recital 21 of Directive 2012/34/EU and the 2010 interpretative Commission guidelines. | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 70 Proposal for a directive Article 1 – point 6 – point c Directive 2012/34/EU Article 11 – paragraphs 3 and 4 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Justification | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
The criteria that define the economic equilibrium need to be specified in more detail. The text is inspired by recital 21 of Directive 2012/34/EU and the 2010 interpretative Commission guidelines. | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 71 Proposal for a directive Article 1 – point 7 Directive 2012/34/EU Article 13 a – title | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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This Article deals with the creation of a through ticketing scheme for rail, not an intermodal ticketing system. | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 72 Proposal for a directive Article 1 – point 7 Directive 2012/34/EU Article 13 a – paragraph 1 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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A distinction should be made as regards through ticketing and integrated ticketing. Whereas the rail sector should establish a functioning through ticketing system as soon as possible, integrated ticketing solutions for cross-modal tickets should follow in a second step. | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 73 Proposal for a directive Article 1 – point 7 Directive 2012/34/EU Article 13 – paragraph 2 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Amendment 74 Proposal for a directive Article 1 – point 7 a (new) Directive 2012/34/EU Article 19 – point d a (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Justification | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
If the rail passenger market is to become more open it is necessary to enhance the requirements of good repute as regards the respect of working conditions that a railway undertaking needs to be fulfil to obtain a licence in order to avoid a lowering of labour conditions due to more competition. | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 75 Proposal for a directive Article 1 – point 8 a (new) Directive 2012/34/EU Article 42 – paragraph 1a (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Justification | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
It is important to give the regulatory bodies oversight over framework agreements, which can be a major source of discrimination. | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 76 Proposal for a directive Article 1 – point 8 b (new) Directive 2012/34 Article 46 – paragraph 4 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Justification | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Even an independent infrastructure manager may want to favour big railway undertakings over smaller ones, as bigger ones in overall terms request more capacity and therefore add more to the infrastructure manager's revenues. This amendment clarifies that the infrastructure manager may not, in case of competing requests for track access, unduly favour big client undertakings over smaller ones. | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 77 Proposal for a directive Article 1 – point 8 c (new) Directive 2012/34/EU Article 54 – paragraph 1 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Justification | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Article 54, paragraph 1 is amended to make sure that information on a disturbance in one network which could have an impact on traffic in another Member State is communicated to other potentially affected infrastructure managers. | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 78 Proposal for a directive Article 1 – point 8 d (new) Directive 2012/34/EU Article 55 – paragraph 3a (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Amendment 79 Proposal for a directive Article 1 – point 8 e (new) Directive 2012/34/EU Article 56 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Amendment 80 Proposal for a directive Article 1 – point 8 f (new) Directive 2012/34/EU Article 57 – paragraph 9 a (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Amendment 81 Proposal for a directive Article 1 – point 9 Directive 2012/34/EU Article 63 – paragraph 1 – subparagraph 1 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Amendment 82 Proposal for a directive Article 1 – point 9 Directive 2012/34/EU Article 63 – paragraph 1 – subparagraph 2 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Amendment 83 Proposal for a directive Article 1 – point 9 a (new) Directive 2012/34/EU Article 63 – paragraph 1– subparagraph 2 a (new) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Amendment 84 Proposal for a directive Article 1 a (new) Regulation (EC) 1371/2007 Article 2 – paragraph 3 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Justification | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
This change to Regulation 1371/2007 is necessary to bring this text in line with the new provisions on through ticketing and the use of IT systems. Those are addressed in Article 9 and Article 10 of Regulation 1371/2007. Whereas Article 9 already applies, Member States could grant a temporary exemption from the application of Article 10. In order to create a coherent legal situation, its transposition should become mandatory. | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 85 Proposal for a directive Article 3 – paragraph 1 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
1. This Directive shall enter into force on the day following that of its publication in the Official Journal of the European Union. |
1. This Directive shall enter into force on the day following that of its publication in the Official Journal of the European Union. It shall be made available in consolidated form, together with Directive 2012/34/EU as amended by it, within three months of its publication. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Amendment 86 Proposal for a directive Article 3 – paragraph 2 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
2. Points 5 to 8 of Article 1 shall apply from 1 January 2018 [in time for the working timetable starting on 14 December 2019]. |
2. Points 5 to 8 of Article 1 shall apply from 1 January 2018 [in time for the working timetable starting on 14 December 2019]. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Until the date of application of point 5 and without prejudice to international passenger services, Member States shall not be required to grant the right of access to railway undertakings and their directly or indirectly controlled subsidiaries, licensed in a Member State where access rights of a similar nature are not granted. |
EXPLANATORY STATEMENT
I. The Commission proposal
In the last decade, three "railway packages" have aimed to progressively open up national markets and make railways more competitive and interoperable. However, the modal share of rail in intra-EU transport has remained modest and many technical barriers continue to exist. The Fourth railway package is supposed to target the obstacles that limit the effectiveness of railway markets in order to improve the sector's performance and to create a Single European Railway Area.
Regarding this proposal, the Commission states that remaining obstacles relate first of all to the access to the market for domestic passenger services, which limit the development of the sector and create disparities between those Member States that have opened their markets, and those that have not.
A second set of problems are issues related to the governance of infrastructure managers. Since infrastructure managers are natural monopolies, they do not always react to the needs of the market and its users, thus hindering the performance of the sector as a whole. In a number of Member States they are unable to fulfil their tasks, since their functions are separated between different bodies. Cross-border cooperation of infrastructure managers should also be improved.
In addition, a number of market entry barriers result from situations where infrastructure management and transport operations are part of the same integrated structure. In such a case, infrastructure managers may face a conflict of interests, a situation which could lead to discrimination as regards access to the infrastructure for other railway undertakings.
Finally, integrated structures make it much more difficult to enforce the separation of accounts between the management of the infrastructure and the operations of transport services. Regulators find it difficult to trace financial flows between the holding company and its subsidiaries. Cross-subsidising and transfers of public funds allocated to the infrastructure manager to finance competitive activities are not only a serious market entry barrier for new operators, but also an illegal use of State aid.
II. The rapporteur's comments
Your rapporteur agrees with the overall aim of the Commission as regards the creation of a Single European Railway Area. The share of rail vis-à-vis other transport modes should raise and it should be the EU's ambition to make the railways once again a reliable and attractive means of transport. However, liberalisation should not be a goal in itself but should be seen as a useful tool to create a more competitive sector with high quality services. Market opening needs be accompanied by stringent rules on passenger's rights as regards travel information and ticketing and strengthened social rules for railway workers.
It is also necessary to find the right balance between market opening and the protection of public service obligations (PSO) for each Member State. "Cherry picking" of commercially attractive lines should be avoided as should be the systematical closing of less profitable lines.
As regards the Commission proposal at hand, your rapporteur considers that the following issues need to be looked at with particular attention:
1. Market opening and public service contracts: a more "balanced approach"
Open access services should be possible wherever there is no PSO. However, where services are performed under a public service contract (PSC), market opening should be more gradual than foreseen by the Commission. It is important to take into account the heterogeneity of networks in terms of their size, density and Member States' variety of organisational structures. Member States have different experiences with the process of market opening, and therefore should be given enough flexibility to organise their network in such a way that an optimal mix of open access services and services performed under PSC can be achieved in order to ensure a high quality of services for all passengers. Therefore Member States should be able to choose between more options to find the right balance between open access and PSO.
According to the Commission proposal, railway undertakings can now access the rail network throughout the EU for the provision of all kinds of transport services, be it freight or passenger services, national or international. Member States may limit this open access to protect services operated under a PSC when the economic equilibrium of that PSC would be affected by the open access service. The respective economic equilibrium test is done by the regulatory body which can then request the modification of the new service or even block it.
In addition to this option, it should also be possible to limit open access in cases where a PSC has been allocated by way of a competitive tendering procedure and to thus give the exclusive right of providing rail services to the operator who has been awarded the contract without having to perform the economic equilibrium test. This procedure still ensures a sufficient degree of competition due to the organisation of a tendering procedure. At the same time it gives more planning certainty to the competent authorities and the PSC provider once the service is running. This option of a "balanced approach" would also allow Member States and competent authorities to get gradually familiar with competitive tendering. When a Member State chooses to limit the right of open access, this shall not affect the right of international cabotage, unless the economic equilibrium of the PSC in question would be compromised.
It is necessary to make the definition of the criteria of the economic equilibrium test more precise and to provide for better guiding principles to ensure a uniform application of this test in the Member States.
2. Better governance of the rail sector
At this stage, your rapporteur is not proposing any major changes as regards the provisions on the independence of the infrastructure manager. In general, the stronger the regulatory body, the more flexible the modalities of the structure of vertically integrated companies can be. The provisions on the organisation of the IT systems and on staff transfers are overly prescriptive and more leeway can be given to integrated companies to find the appropriate arrangements, under supervision of the regulatory body. However, this excludes more flexibility as regards the financial transparency between the different entities of such an integrated structure. Therefore, the rapporteur wishes not to touch the relevant provisions as proposed by the Commission.
A further strengthening of the regulatory body is proposed, which is the power to pre-approve charges set by the infrastructure manager where the latter belongs to an integrated company. The rapporteur wishes to underline that all Member States have to make sure that their regulatory body has the necessary organisational capacity in terms of human and material resources to fulfil its functions as set out in Article 56 of Directive 2012/34/EU.
Where a complete separation between the infrastructure manager and railway undertakings exists, it may be useful to allow them to cooperate on concrete projects that would lead to improved management of the infrastructure and to a better service for freight and passenger transport. Such cooperation or alliance should be limited in time, be supervised by the regulatory body and should not endanger the independence of the infrastructure manager. It should serve to find practical arrangements to solve specific problems such as the improved organisation of traffic on a part of infrastructure where delays frequently occur.
3. Passenger rights - establishing a proper through ticketing scheme
The provisions on passenger rights in Regulation 1371/2007[1] are a step in the right direction. Unfortunately, they are too weak to have had any major visible impact on the development of an EU-wide through ticketing scheme. The sector is working on solutions but those would, once available, remain optional. From the point of view of passengers' right that is not sufficient. Your rapporteur proposes to make the development of such services in each Member State mandatory by 2020. This deadline would enable the sector to make use of the voluntary scheme, currently developed under the auspices of the ERA.
As for integrated ticketing, solutions should be developed in parallel, taking into account the utility of such systems in particular for local and regional transport.
Your rapporteur considers that the data related to timetables should be made available for third parties to be used for the development of innovative solutions for journey planners etc.
4. Strengthening social provisions
Further market opening and more competition has to go hand in hand with strengthening social rules to limit any negative effects on railway staff. Competition should not lead to social dumping. Railway undertakings should be obliged to respect all existing rules regarding social and working conditions and their disrespect should have negative consequences for the operator in question. Your rapporteur proposes adding to the requirements for obtaining a licence the commitment by the undertakings to respect the existing representative collective agreements in the Member States the railway undertaking wants to operate in.
New attempts should be made to establish a certification for on-board personnel, as initially proposed by the Commission in 2004 but which at the time was not supported by the Council. As international traffic is expected to increase, EU-wide minimum requirements for on-board staff should be established similar to what has been agreed for train drivers. The Commission should ensure the correct and complete enforcement by the Member States of Council Directive 2005/47/EC.
Finally, in order to create a level playing field also in the area of working conditions, a permanent social dialogue should be established at EU level to ensure the respect of social rights and a high degree of professional qualifications for railway staff.
5. Clarifying the role of the European network of infrastructure managers
The proposed European infrastructure managers' network is certainly a useful way of increasing cooperation of infrastructure managers across borders. It lacks however some clarity and detail. Therefore some additions and precisions are proposed with regards to the cooperation between the corridors of the TEN-T network and the rail freight corridors, the involvement of national safety authorities and ERA if appropriate, and the role of the Commission in the network.
- [1] REGULATION (EC) No 1371/2007 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 23 October 2007on rail passengers’ rights and obligations
MINORITY OPINION
Pursuant to Rule 52(3) of the Rules of Procedure
On the draft report on
Amendment of Directive 2012/34/EU of the European Parliament and of the
Council of 21 November 2012 establishing a single European railway area, as
regards the opening of the market for domestic passenger transport services by rail
and the governance of the railway infrastructure
Committee on Transport and Tourism
Rapporteur: Saïd El Khadraoui
Tabled by Jacky Hénin, Jaromír Kohlicek and Sabine Wils on behalf of GUE-NGL
Whereas the first three railway packages have led to an increase in cost for users, the dramatic fall in the number of tonnes of freight transported by rail, as well as the deterioration in the conditions of the rail workers,
Whereas no serious evaluation has yet been made of the previous railway packages,
Consider that the 4th railway package is going against the interests of users, in terms of cost, safety, accessibility;
Consider that the separation between infrastructure managers and transport operators leads to use of revenues to pay dividends to shareholders instead of investing in the necessary strengthening of the railway network;
Consider that limiting and after the transition period even forbidding direct award of transport contracts is going against the local authorities right to decide how they want to organise their public transport services, a right guaranteed by Protocol 26 TEU, considers that this obligation to proceed via open tender will cause unnecessary cost to local authorities;
Consider that the 4th railway package would worsen the working conditions of railway workers, considers that pressuring railway workers is a danger for everyone's safety;
Reject therefore as a whole the 4th railway package, which accentuates the destructive logic of liberalisation.
OPINION of the Committee on Employment and Social Affairs (20.11.2013)
for the Committee on Transport and Tourism
on the proposal for a directive of the European Parliament and of the Council amending Directive 2012/34/EU of the European Parliament and of the Council of 21 November 2012 establishing a single European railway area, as regards the opening of the market for domestic passenger transport services by rail and the governance of the railway infrastructure
(COM(2013)0029 – C7‑0025/2013 – 2013/0029(COD))
Rapporteur: Frédéric Daerden
SHORT JUSTIFICATION
The various liberalisations of services sectors which have been carried out by the European Union in recent decades, including in the railway sector, have served to implement Article 26 of the Treaty on the Functioning of the European Union and are therefore part and parcel of its project.
This objective of establishing a common market must not be an end in itself but should rather be geared to reducing the cost of services to consumers while maintaining a high standard of service accessible to all.
Over the years, the various measures to liberalise sectors in which services have historically been provided by public operators through national operating monopolies do not seem to have achieved this dual objective.
If only in the rail transport sector, examples of dissatisfaction exist:
• In the case of international passenger transport, which has been open to competition since 2010, the increase in competition has not significantly reduced costs and has led to the closure of old cross-border lines which were not operating in accordance with the high-speed model.I The sector has also not grown as anticipated: its market shares have increasingly had to be gained intermodally rather than intramodally.
• In the case of national passenger transport in Britain – the Member State which is most advanced in terms of liberalisation legislation – the EESC stresses the dissatisfaction felt by users in Britain in various respects and the recurrent need to involve the State in the integration of the sector (fares, distribution, timetables, etc.).
• In the case of national passenger transport in the Union as a whole, there have been no fewer than 15 infringement procedures on account of inadequate transposition, bearing witness to the excessive pace of this liberalisation, which, in order to contribute to the realisation of the European project, has to be carried out without prejudice to the national models which have afforded the public a high-quality model for several decades.
In view of these facts, the rapporteur does not consider that any need for further liberalisation of rail passenger transport has been demonstrated, and he has sought, by means of his amendments, to reduce the risk of an adverse impact on members of the public and particularly workers in the industry, focusing on several aspects:
• Providing for governance which is as integrated as possible: while the strict separation of infrastructure managers from transport service operators is based on concerns relating to competition, the fears which it arouses among organisations representing users, trade unions in the industry or ‘historical’ operators suggest to the rapporteur that a black-and-white approach is undesirable. It will most likely entail less mutualisation of resources for tangible investment and greater bureaucracy, which will have a disastrous impact on the quality of service and users’ safety. The rapporteur has therefore opted to give the national regulatory body the greatest possible freedom in this regard, in accordance with the judgment of the Court of Justice of 28 February 2013.
• The greatest possible freedom for Member States to choose between an invitation to tender and direct award of public service concessions by substantially raising ceilings.
• The incorporation into national plans for sustainable public transport, in its social and environmental aspects, of rules to protect users, workers and the environment, thus facilitating the inclusion in invitations to tender of these qualitative, social and environmental criteria.
• Increased protection for workers by means of ample scope for transfers of staff to undertakings which have newly acquired the concession to provide a public service; by means of increased social dialogue in structures; by clarifying the labour law applicable to train crews, particularly by means of certification of staff; by calling on Member States to establish social responsibility on the basis of solidarity between a tenderer and its subcontractors to prevent social dumping.
• The necessary reciprocity in the opening-up of markets between Member States.
• An ample transition period for transposition by the Member States (until 2029) to allow the EU’s political decision-makers time for consideration and analysis before any further liberalisation.
AMENDMENTS
The Committee on Employment and Social Affairs calls on the Committee on Transport and Tourism, as the committee responsible, to incorporate the following amendments into its report:
Amendment 1 Proposal for a directive Recital 2 a (new) | |||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||
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(2a) Several studies and questionnaires demonstrate that in Member States who have opened their markets for domestic passenger transport, such as Sweden and the United Kingdom, the railway market grew, including more satisfied passengers and personnel. | ||||||||||||||||||||||||
Amendment 2 Proposal for a directive Recital 3 | |||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||
(3) Directive 2012/34/EU of the European Parliament and of the Council of 21 November 2012 establishing a single European railway area establishes a single European railway area with common rules on the governance of railway undertakings and infrastructure managers, on infrastructure financing and charging, on conditions of access to railway infrastructure and services and on regulatory oversight of the rail market. With all these elements in place, it is now possible to complete the opening of the Union railway market and reform the governance of infrastructure managers with the objective of ensuring equal access to the infrastructure. |
(3) Directive 2012/34/EU of the European Parliament and of the Council of 21 November 2012 establishing a single European railway area establishes a single European railway area with common rules on the governance of railway undertakings and infrastructure managers, on infrastructure financing and charging, on conditions of access to railway infrastructure and services and on regulatory oversight of the rail market. With all these elements in place, it is now possible to complete the opening of the Union railway market and reform the governance of infrastructure managers with the objective of ensuring equal access to the infrastructure in order to improve the quality of rail services Europe-wide while safeguarding social standards and employment conditions. | ||||||||||||||||||||||||
Amendment 3 Proposal for a directive Recital 4 a (new) | |||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||
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(4a) Member States are responsible for the organisation of their labour markets for railway personnel. They should however make sure that the way the labour market is organised, does not harm the quality of the service. Union law do already provide for a clear framework for the protection of railway workers. | ||||||||||||||||||||||||
Amendment 4 Proposal for a directive Recital 5 | |||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||
(5) Better coordination between infrastructure managers and railway undertakings should be ensured through the establishment of a coordination committee, in order to achieve efficient management and use of the infrastructure. |
deleted | ||||||||||||||||||||||||
Justification | |||||||||||||||||||||||||
This recital has no added value for the final version of this text. It is merely a reminder of the rendez-vous clause from the Recast Directive leading to the current Commission proposal. | |||||||||||||||||||||||||
Amendment 5 Proposal for a directive Recital 7 | |||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||
(7) Cross-border issues should be addressed efficiently between infrastructure managers of the different Member States through the establishment of a European network of infrastructure managers. |
(7) It is necessary to improve and enhance cross-border cooperation between infrastructure managers. Cross-border issues should be addressed efficiently between infrastructure managers of the different Member States through the establishment of a European network of infrastructure managers. | ||||||||||||||||||||||||
Amendment 6 Proposal for a directive Recital 9 a (new) | |||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||
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(9a) Vertically integrated undertakings can never have the necessary independence between the infrastructure manager and the railway undertaking. The structure can therefore lead to cross subsidising, which hampers the level playing field and leads to distortion of competition. | ||||||||||||||||||||||||
Amendment 7 Proposal for a directive Recital 12 a (new) | |||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||
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(12a) Improving railway safety should be considered seriously during the process of opening of the market for domestic passenger transport services by rail, particularly when it comes to reforming the integrated structures currently in place, in order to avoid placing additional administrative obstacles compromising the maintenance and improvements of safety. | ||||||||||||||||||||||||
Amendment 8 Proposal for a directive Recital 13 a (new) | |||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||
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(13a) Taking into account the heterogeneity of networks in terms of their size and density and the variety of organisational structures of national and local or regional authorities and their respective experiences of the process of market opening, each Member State must be given sufficient flexibility to organise its network in such a way that an optimum mix of open-access services and services performed under public service contracts can be achieved in order to ensure a high quality of services readily accessible to all passengers. | ||||||||||||||||||||||||
Amendment 9 Proposal for a directive Recital 14 | |||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||
(14) Granting Union railway undertakings the right of access to railway infrastructure in all Member States for the purpose of operating domestic passenger services may have implications for the organisation and financing of rail passenger services provided under a public service contract. Member States should have the option of limiting such right of access where it would compromise the economic equilibrium of those public service contracts and where approval has been given by the relevant regulatory body. |
(14) Granting Union railway undertakings the right of access to railway infrastructure in all Member States for the purpose of operating domestic passenger services may have implications for the organisation and financing of rail passenger services provided under a public service contract. Member States should have the option of limiting such right of access where it would compromise the quality of the service and the availability also in remote areas or the economic equilibrium of those public service contracts and where approval has been given by the relevant regulatory body. | ||||||||||||||||||||||||
Amendment 10 Proposal for a directive Recital 18 a (new) | |||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||
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(18a) In order to determine whether the quality of a service provided in the framework of the public service contract would be compromised by a freely provided service in the same network, the control bodies need to take into consideration the effects on the network, the maintenance of the connections, punctuality, availability, affordability and accessibility of the services provided for in the framework of the public service contract. | ||||||||||||||||||||||||
Amendment 11 Proposal for a directive Recital 19 | |||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||
(19) In order to increase the attractiveness of railway services for passengers, Member States should be in a position to require railway undertakings operating domestic passenger services to participate in a common information and integrated ticketing scheme for the supply of tickets, through-tickets and reservations. If such a scheme is established, it should be ensured that it does not create market distortion or discriminate between railway undertakings. |
(19) In order to increase the attractiveness of railway services for passengers, Member States should require railway undertakings operating domestic passenger services to participate in a common information and integrated ticketing scheme for the supply of tickets, through-tickets and reservations including all social requirements. The ticket-service should not create barriers for people with disabilities, elderly people, families or people which need special support. | ||||||||||||||||||||||||
Amendment 12 Proposal for a directive Recital 19 a (new) | |||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||
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(19a) With a view to completion of the single European railway area, and given the competition in the sector, the Commission actively supports and encourages the social dialogue at Union level in order to ensure that railway workers are better protected in the long-term against unwanted effects of market opening, and that working conditions do not deteriorate in the sector, furthermore to develop joint responses to challenges resulting from the implementation of the Fourth Railway Package. In this context, the impact of the psychological and social stresses which change causes to the staff concerned deserves particular attention. With that in view, conditions governing the opening-up of the markets, in particular the requirement that Member States must conclude collective agreements applicable throughout their territory, should be laid down. | ||||||||||||||||||||||||
Amendment 13 Proposal for a directive Recital 19 b (new) | |||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||
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(19b) The Commission ensures the full and correct enforcement by Member States of the provisions of Council Directive 2005/47/EC of 18 July 2005 on the Agreement between the Community of European Railways (CER) and the European Transport Workers' Federation (ETF) on certain aspects of the working conditions of mobile workers engaged in interoperable cross-border services in the railway sector1, particularly their safety. | ||||||||||||||||||||||||
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__________________ | ||||||||||||||||||||||||
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1 OJ L 195, 27.7.2005, p. 15. | ||||||||||||||||||||||||
Amendment 14 Proposal for a directive Recital 19 c (new) | |||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||
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(19c) Railway undertakings and infrastructure managers should establish within their safety culture a "fair culture" in order to actively encourage personnel to report safety related accidents, incidents and near misses without being subject to punishment or discrimination. A fair culture enables the railway industry to learn lessons from accidents, incidents and near misses and thereby improve safety on the railway for workers and the travelling passengers. | ||||||||||||||||||||||||
Amendment 15 Proposal for a directive Recital 19 d (new) | |||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||
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(19d) The respect of working, driving and rest time rules for locomotive drivers is essential for railway safety and for fair competition. In an open European railway market with increasing cross-border operations the respect of working, driving and rest time must be controlled and enforced. The national safety authorities should have the task to check and enforce such rules; the Commission should propose rules and mandatory regular checks. But this is possible only with an electronic on-board device that registers driving and rest time of locomotive drivers. | ||||||||||||||||||||||||
Amendment 16 Proposal for a directive Recital 19 e (new) | |||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||
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(19e) In the light of the development of the single European railway area and the opening of the rail transport market, Member States should make use of representative collective agreements concluded between social partners, without prejudice to national law and collective agreements already in force, in order to avoid social dumping and unfair competition. | ||||||||||||||||||||||||
Amendment 17 Proposal for a directive Recital 19 f (new) | |||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||
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(19f) On-board personnel are a professional group within the railway sector that is performing safety relevant tasks. Traditionally it is performing operational safety tasks within the railway system and it is responsible for passengers comfort and safety on-board of trains. A certification similar to the certification of locomotive drivers is useful in order to guarantee a high level of qualifications and competences, to recognize the relevance of these professional groups for safe rail services but also to facilitate mobility of workers. | ||||||||||||||||||||||||
Amendment 18 Proposal for a directive Recital 19 g (new) | |||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||
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(19g) The Commission should assess the impact of this Directive on the development of the labour market for railway staff and if appropriate, propose measures on the certification of railway on-board staff. | ||||||||||||||||||||||||
Amendment 19 Proposal for a directive Recital 19 h (new) | |||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||
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(19h) The national regulatory body should approve or request changes to the arrangements for the transfer of staff. This may include the application of a cooling-off period for staff to be transferred. The regulatory body, when taking its decision, should aim at avoiding the transfer of sensitive information from the infrastructure manager to another entity within the integrated undertaking. | ||||||||||||||||||||||||
Amendment 20 Proposal for a directive Article 1 – point 1 – point a Directive 2012/34/EU Article 3 – point 2 | |||||||||||||||||||||||||
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Justification | |||||||||||||||||||||||||
The new wording of the definition of ‘infrastructure manager’ provides a clarification of the manager’s duties, for instance by deleting ‘in particular’ from the current definition. This would result in the new list of the manager’s functions becoming a closed list. | |||||||||||||||||||||||||
Amendment 21 Proposal for a directive Article 1 – point 1 – point b Directive 2012/34/EU Article 3 – point 5 | |||||||||||||||||||||||||
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Justification | |||||||||||||||||||||||||
The deletion of the point concerning the definition of international traffic poses a problem for Member States which have an external rail border with third countries. There is a risk of a legal loophole arising. | |||||||||||||||||||||||||
Amendment 22 Proposal for a directive Article 1 – point 2 Directive 2012/34/EU Article 6 – paragraph 2 | |||||||||||||||||||||||||
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Justification | |||||||||||||||||||||||||
Deleting the provision permitting the organisation of management services and transport services within a single undertaking – despite the fact that they are separated for accounting purposes – is excessive. Deleting this provision would have far‑reaching, adverse effects (administrative, financial, legal and social) for many railway undertakings operating efficiently and effectively on the European market; | |||||||||||||||||||||||||
Amendment 23 Proposal for a directive Article 1 – point 3 Directive 2012/34/EU Article 7 – paragraph 1 – subparagraph 1 | |||||||||||||||||||||||||
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Amendment 24 Proposal for a directive Article 1 – point 3 Directive 2012/34/EU Article 7 – paragraph 1 – subparagraph 2 | |||||||||||||||||||||||||
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Amendment 25 Proposal for a directive Article 1 – point 3 – point 2 Directive 2012/34/EU Article 7 – paragraph 2 – introductory part | |||||||||||||||||||||||||
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Amendment 26 Proposal for a directive Article 1 – point 3 Directive 2012/34/EU Article 7 – paragraph 2 – point b | |||||||||||||||||||||||||
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Amendment 27 Proposal for a directive Article 1 – point 3 Directive 2012/34/EU Article 7 – paragraph 4 | |||||||||||||||||||||||||
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Amendment 28 Proposal for a directive Article 1 – point 3 Directive 2012/34/EU Article 7 – paragraph 5 | |||||||||||||||||||||||||
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Justification | |||||||||||||||||||||||||
Member States should also be allowed to choose in the future between a separation of the infrastructure manager from railway undertakings or an integrated structure. | |||||||||||||||||||||||||
Amendment 29 Proposal for a directive Article 1 – point 4 Directive 2012/34/EU Article 7 b – paragraph 5 | |||||||||||||||||||||||||
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Justification | |||||||||||||||||||||||||
The Commission proposal is overly prescriptive. The regulatory body should ensure that as regards premises, IT systems and staff, other than the top management levels, the arrangements are such that they ensure the infrastructure manager's independence. Those arrangements may vary between Member States. | |||||||||||||||||||||||||
Amendment 30 Proposal for a directive Article 1 – point 4 Directive 2012/34/EU Article 7 d – paragraph 1 | |||||||||||||||||||||||||
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Amendment 31 Proposal for a directive Article 1 – point 4 Directive 2012/34/EU Article 7 e – paragraph 2 | |||||||||||||||||||||||||
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Amendment 32 Proposal for a directive Article 1 – point 6 – point a a (new) Directive 2012/34/EU Article 11 – paragraph 1 a (new) | |||||||||||||||||||||||||
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Justification | |||||||||||||||||||||||||
Member States may limit the right of creating a new or altered public service contract if the regulatory body demonstrates the potential economic impact of such contracts on a service provided by an open access operator. | |||||||||||||||||||||||||
Amendment 33 Proposal for a directive Article 1 – point 6 – point b Directive 2012/34/EU Article 11 – paragraph 2 – subparagraph 1 – introductory part | |||||||||||||||||||||||||
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Justification | |||||||||||||||||||||||||
The criteria that define the economic equilibrium need to be specified in more detail. The text is inspired by Recital 21 of Directive 2012/34/EU and the 2010 interpretative Commission guidelines. | |||||||||||||||||||||||||
Amendment 34 Proposal for a directive Article 1 – point 7 Directive 2012/34/EU Article 13 a – paragraph 1 | |||||||||||||||||||||||||
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Amendment 35 Proposal for a directive Article 1 – point 7 a (new) Directive 2012/34/EU Article 15 – paragraph 1 | |||||||||||||||||||||||||
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Amendment 36 Proposal for a directive Article 1 – point 7 b (new) Directive 2012/34/EU Article 19 | |||||||||||||||||||||||||
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Amendment 37 Proposal for a directive Article 1 – point 8 Directive 2012/34/EU Article 38 – paragraph 4 | |||||||||||||||||||||||||
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Amendment 38 Proposal for a directive Article 1 – point 9 Directive 2012/34/EU Article 63 – paragraph 1 – subparagraph 1 | |||||||||||||||||||||||||
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Amendment 39 Proposal for a directive Article 1 – point 9 Directive 2012/34/EU Article 63 – paragraph 1 – subparagraph 2 a (new) | |||||||||||||||||||||||||
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Amendment 40 Proposal for a directive Article 1 – point 9 Directive 2012/34/EU Article 63 – paragraph 1 – subparagraph 2 b (new) | |||||||||||||||||||||||||
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Amendment 41 Proposal for a directive Article 2 – paragraph 2 | |||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||
2. Member States shall communicate to the Commission the text of the main provisions of national law which they adopt in the field covered by this Directive. |
2. Member States shall communicate to the Commission the text of the main provisions of national law which they adopt in the field covered by this Directive. The Commission shall draw up an annual summary of these communications and forward it, in all the working languages, to the European Parliament and the Council. | ||||||||||||||||||||||||
Amendment 42 Proposal for a directive Article 3 – paragraph 1 | |||||||||||||||||||||||||
Text proposed by the Commission |
Amendment | ||||||||||||||||||||||||
1. This Directive shall enter into force on the day following that of its publication in the Official Journal of the European Union. |
1. This Directive shall enter into force on the day following that of its publication in the Official Journal of the European Union. It shall be consolidated with the Directive amended by it within three months of its entry into force. |
PROCEDURE
Title |
Amendment of Directive 2012/34/EU of the European Parliament and of the Council of 21 November 2012 establishing a single European railway area, as regards the opening of the market for domestic passenger transport services by rail and the governance of the railway infrastructure |
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References |
COM(2013)0029 – C7-0025/2013 – 2013/0029(COD) |
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Committee responsible Date announced in plenary |
TRAN 7.2.2013 |
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Opinion by Date announced in plenary |
EMPL 7.2.2013 |
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Rapporteur Date appointed |
Frédéric Daerden 25.3.2013 |
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Discussed in committee |
18.9.2013 |
17.10.2013 |
14.11.2013 |
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Date adopted |
18.11.2013 |
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Result of final vote |
+: –: 0: |
32 7 3 |
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Members present for the final vote |
Regina Bastos, Edit Bauer, Jean-Luc Bennahmias, Phil Bennion, Pervenche Berès, Vilija Blinkevičiūtė, Philippe Boulland, David Casa, Alejandro Cercas, Ole Christensen, Minodora Cliveti, Marije Cornelissen, Emer Costello, Frédéric Daerden, Karima Delli, Sari Essayah, Thomas Händel, Marian Harkin, Nadja Hirsch, Stephen Hughes, Ádám Kósa, Jean Lambert, Patrick Le Hyaric, Verónica Lope Fontagné, Thomas Mann, Elisabeth Morin-Chartier, Csaba Őry, Konstantinos Poupakis, Sylvana Rapti, Licia Ronzulli, Nicole Sinclaire, Gabriele Stauner, Ruža Tomašić, Andrea Zanoni, Inês Cristina Zuber |
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Substitute(s) present for the final vote |
Claudette Abela Baldacchino, Georges Bach, Jelko Kacin, Ria Oomen-Ruijten, Antigoni Papadopoulou, Evelyn Regner |
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Substitute(s) under Rule 187(2) present for the final vote |
Marita Ulvskog |
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OPINION of the Committee on Regional Development (28.10.2013)
for the Committee on Transport and Tourism
on the proposal for a directive of the European Parliament and of the Council amending Directive 2012/34EU of the European Parliament and of the Council of 21 November 2012 establishing a single European railway area, as regards the opening of the market for domestic passenger transport services by rail and the governance of the railway infrastructure
(COM(2013)0029 – C7‑0025/2013 – 2013/0029(COD))
Rapporteur: Joachim Zeller
SHORT JUSTIFICATION
The rapporteur welcomes the Commission’s proposals to enhance the quality and efficiency of rail transport in Europe, and thus help to establish an internal railway market, by cutting red tape and making market access easier. During the large-scale consultation exercise, however, there was often criticism from stakeholders in the regions, such as regional transport operator bodies, that frequent substantial changes to or recastings of legislation are not conducive to a stable and reliable legislative framework.
The Commission proposal for strict separation of infrastructure and transport fails to take account of the special position of the host of small and medium-scale railway infrastructure set-ups, such as local railways, historic railways, narrow-gauge railways, port railways and mine railways, which are mainly integrated undertakings, but of no strategic importance for the operation of the European rail transport market. Just the fact that staffing structures would have to be duplicated means that for those undertakings, most of which have a workforce of fewer than 50, strict separation would involve much more work at organisational and operational level. The very existence of regional railway set-ups, given their largely precarious financial circumstances, would be under threat.
The rapporteur welcomes the strengthened role for infrastructure managers and the setting up of a coordination committee to monitor their activities. It must be ensured that local authorities are involved systematically (and not only ‘where relevant’). A further consequence of that strengthening process must be that infrastructure managers appoint competent contact points for liaising with local and regional authorities.
The rapporteur further backs the Commission proposal for cooperation among infrastructure managers within a European network so as to establish the trans-European transport network, which is vital in order to solve cross-border transport operation problems.
The rapporteur also endorses enhanced powers for the regulatory bodies. However, local and regional authorities need a reasonable period of time in which to request a review of a determination that the economic equilibrium of a service has been compromised.
The rapporteur welcomes the proposal that the income of infrastructure managers must be used to finance only their own business. The scale of any dividends remaining payable should be regulated. Dividend payments which are tantamount to profit transfers should not be permissible. It is disproportionate that penalties would be triggered, and market access rights constrained, simply on suspicion of a breach of the rules. Immediate debarring of an undertaking, on suspicion, would penalise it before the event and, ultimately, would harm competition. Prohibiting moves by senior staff between infrastructure managers and transport undertakings in related undertakings would also constrain those firms and their staff disproportionately. It is furthermore impracticable, too, since considerable know-how and many years’ professional experience would be lost as a result.
The regions frequently report problems with coordinating ticketing schemes between railway undertakings and competent local authorities, especially at stations operated by established railway undertakings. A harmonised ticketing scheme in a competitive market is conducive to market opening. Mandatory participation in a national information scheme can make public transport more attractive. Local and regional authorities must be involved in such schemes.
AMENDMENTS
The Committee on Regional Development calls on the Committee on Transport and Tourism, as the committee responsible, to incorporate the following amendments in its report:
Amendment 1 Proposal for a directive Recital 14 | ||||||||||||||||||||||
Text proposed by the Commission |
Amendment | |||||||||||||||||||||
(14) Granting Union railway undertakings the right of access to railway infrastructure in all Member States for the purpose of operating domestic passenger services may have implications for the organisation and financing of rail passenger services provided under a public service contract. Member States should have the option of limiting such right of access where it would compromise the economic equilibrium of those public service contracts and where approval has been given by the relevant regulatory body. |
(14) Granting Union railway undertakings the right of access to railway infrastructure in all Member States for the purpose of operating domestic passenger services may have implications for the organisation and financing of rail passenger services provided under a public service contract. Member States should have the option of limiting such right of access where it would compromise the economic equilibrium or service quality of those public service contracts and where approval has been given by the relevant regulatory body. | |||||||||||||||||||||
Amendment 2 Proposal for a directive Recital 18 a (new) | ||||||||||||||||||||||
Text proposed by the Commission |
Amendment | |||||||||||||||||||||
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(18a) To determine whether public contract service quality is affected by a free-access service on the same network, regulators should take account of factors such as network effects, connection continuity and promptness. | |||||||||||||||||||||
Amendment 3 Proposal for a directive Article 1 – point 3 Directive 2012/34/EU Article 7 - paragraph 1 a (new) | ||||||||||||||||||||||
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Justification | ||||||||||||||||||||||
Article 7 and Articles 7a to 7c should not apply to ‘specific investment projects’ which only provide a return in the very long term. | ||||||||||||||||||||||
Amendment 4 Proposal for a directive Article 1 – point 4 Directive 2012/34/EU Article 7a – paragraph 3 | ||||||||||||||||||||||
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Justification | ||||||||||||||||||||||
The profit transfer ban should be worded even more clearly. The scale of any dividends remaining payable should be regulated. Dividend payments which are tantamount to profit transfers should not be permissible. | ||||||||||||||||||||||
Amendment 5 Proposal for a directive Article 1 – point 4 Directive 2012/34/EU Article 7b – paragraph 3 – first subparagraph | ||||||||||||||||||||||
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Justification | ||||||||||||||||||||||
Local and regional authorities are key players in the railway system. They should therefore be part of the decision-taking and supervisory bodies of infrastructure managers, which, after all, have a natural monopoly position. They are the link between operators and end users and are well aware of those users’ needs. | ||||||||||||||||||||||
Amendment 6 Proposal for a directive Article 1 – point 4 Directive 2012/34/EU Article 7b – paragraph 5 | ||||||||||||||||||||||
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Justification | ||||||||||||||||||||||
So extensive a restriction on the internal mobility of a firm’s staff is disproportionate and constitutionally questionable. Cooling-off periods and other information barriers are sufficient to prevent sensitive information from being taken from one subsidiary to another. If this restriction were maintained, there would be a considerable loss of know-how and professional experience. | ||||||||||||||||||||||
Amendment 7 Proposal for a directive Article 1 – point 4 Directive 2012/34/UE Article 7 b – paragraph 7 | ||||||||||||||||||||||
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Amendment 8 Proposal for a directive Article 1 – point 4 Directive 2012/34/EU Article 7c – paragraph 2 | ||||||||||||||||||||||
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Justification | ||||||||||||||||||||||
In accordance with the subsidiarity principle, and given what the railway system really is, there must be local-level involvement. | ||||||||||||||||||||||
Amendment 9 Proposal for a directive Article 1 – point 4 Directive 2012/34/EU Article 7 c – paragraph 3 | ||||||||||||||||||||||
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Justification | ||||||||||||||||||||||
As is customary legal practice, penalties should not apply if no request for an independence review has been made or if the Commission has not yet taken a decision on a request. It is disproportionate that suspicion of a breach of the rules is sufficient. Where there was a lack of information, the arrangements customarily used in Treaty infringement proceedings would be sufficient. Immediate debarring of an undertaking, on suspicion, would penalise it before the event and, ultimately, would harm competition. | ||||||||||||||||||||||
Amendment 10 Proposal for a directive Article 1 – point 4 Directive 2012/34/UE Article 7 d – paragraph 1 | ||||||||||||||||||||||
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Justification | ||||||||||||||||||||||
Regional and local authorities are important transport policy players and, as such, must be involved systematically (and not only ‘where relevant’). They must therefore be members of the coordination committee. | ||||||||||||||||||||||
Amendment 11 Proposal for a directive Article 1 – point 4 Directive 2012/34/UE Article 7 d – paragraph 3 | ||||||||||||||||||||||
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Amendment 12 Proposal for a directive Article 1 – point 4 Directive 2012/34/EU Article 7d – paragraph 3 a (new) | ||||||||||||||||||||||
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Justification | ||||||||||||||||||||||
Alongside enhanced powers for infrastructure managers, they must have more responsibility at international level, via the infrastructure manager network, but also at local level. The representative, acting as a central contact point for local and regional authorities, must be in a position to answer queries promptly. | ||||||||||||||||||||||
Amendment 13 Proposal for a directive Article 1 – point 4 Directive 2012/34/EU Article 7e – paragraph 1 | ||||||||||||||||||||||
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Justification | ||||||||||||||||||||||
The European Network of Infrastructure Managers will make it possible to tackle cross-border transport operation problems at the right level. Local authorities must also be involved. | ||||||||||||||||||||||
Amendment 14 Proposal for a directive Article 1 – point 4 Directive 2012/34/UE Article 7 e – paragraph 3 | ||||||||||||||||||||||
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Amendment 15 Proposal for a directive Article 1 – point 6 – point a Directive 2012/34/EU Article 11 – paragraph 1 | ||||||||||||||||||||||
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Amendment 16 Proposal for a directive Article 1 – point 6 – point b Directive 2012/34/EU Article 11 – paragraph 2 – subparagraph 1 – introductory part | ||||||||||||||||||||||
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Amendment 17 Proposal for a directive Article 1 – point 7 Directive 2012/34/EU Article 13a – paragraph 1 | ||||||||||||||||||||||
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Justification | ||||||||||||||||||||||
The regions frequently report problems with ticketing schemes at stations operated by established railway undertakings. The aim of the regions is to harmonise ticketing schemes in a competitive market. Mandatory participation in a national information scheme can help to make public transport more attractive. Local authorities must be involved in the bodies managing the scheme. | ||||||||||||||||||||||
Amendment 18 Proposal for a directive Article 1 – point 8 Directive 2012/34/EU Article 38 – paragraph 4 | ||||||||||||||||||||||
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Amendment 19 Proposal for a directive Article 1 – point 8 a (new) Directive 2012/34/EU Article 56 – paragraph 1– points h and i (new) | ||||||||||||||||||||||
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PROCEDURE
Title |
Amendment of Directive 2012/34/EU of the European Parliament and of the Council of 21 November 2012 establishing a single European railway area, as regards the opening of the market for domestic passenger transport services by rail and the governance of the railway infrastructure |
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References |
COM(2013)0029 – C7-0025/2013 – 2013/0029(COD) |
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Committee responsible Date announced in plenary |
TRAN 7.2.2013 |
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Opinion by Date announced in plenary |
REGI 7.2.2013 |
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Rapporteur Date appointed |
Joachim Zeller 19.2.2013 |
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Date adopted |
14.10.2013 |
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Result of final vote |
+: –: 0: |
29 0 3 |
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Members present for the final vote |
Luís Paulo Alves, Francesca Barracciu, Victor Boştinaru, Nikos Chrysogelos, Danuta Maria Hübner, María Irigoyen Pérez, Seán Kelly, Mojca Kleva Kekuš, Constanze Angela Krehl, Petru Constantin Luhan, Iosif Matula, Lambert van Nistelrooij, Jan Olbrycht, Wojciech Michał Olejniczak, Georgios Stavrakakis, Nuno Teixeira, Oldřich Vlasák, Kerstin Westphal, Hermann Winkler, Joachim Zeller |
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Substitute(s) present for the final vote |
Andrea Cozzolino, Cornelia Ernst, Catherine Grèze, Karin Kadenbach, Maurice Ponga, Elisabeth Schroedter, Richard Seeber, Patrice Tirolien, Giommaria Uggias, Derek Vaughan |
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Substitute(s) under Rule 187(2) present for the final vote |
Edvard Kožušník, Ivana Maletić |
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PROCEDURE
Title |
Amendment of Directive 2012/34/EU of the European Parliament and of the Council of 21 November 2012 establishing a single European railway area, as regards the opening of the market for domestic passenger transport services by rail and the governance of the railway infrastructure |
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References |
COM(2013)0029 – C7-0025/2013 – 2013/0029(COD) |
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Date submitted to Parliament |
30.1.2013 |
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Committee responsible Date announced in plenary |
TRAN 7.2.2013 |
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Committee(s) asked for opinion(s) Date announced in plenary |
EMPL 7.2.2013 |
ENVI 7.2.2013 |
ITRE 7.2.2013 |
IMCO 7.2.2013 |
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REGI 7.2.2013 |
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Not delivering opinions Date of decision |
ENVI 19.2.2013 |
ITRE 20.2.2013 |
IMCO 20.2.2013 |
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Rapporteur(s) Date appointed |
Saïd El Khadraoui 5.3.2013 |
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Discussed in committee |
8.7.2013 |
14.10.2013 |
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Date adopted |
17.12.2013 |
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Result of final vote |
+: –: 0: |
27 12 6 |
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Members present for the final vote |
Inés Ayala Sender, Georges Bach, Izaskun Bilbao Barandica, Antonio Cancian, Michael Cramer, Joseph Cuschieri, Philippe De Backer, Luis de Grandes Pascual, Christine De Veyrac, Saïd El Khadraoui, Ismail Ertug, Carlo Fidanza, Knut Fleckenstein, Jacqueline Foster, Franco Frigo, Mathieu Grosch, Jim Higgins, Juozas Imbrasas, Dieter-Lebrecht Koch, Georgios Koumoutsakos, Werner Kuhn, Jörg Leichtfried, Bogusław Liberadzki, Marian-Jean Marinescu, Gesine Meissner, Mike Nattrass, Hubert Pirker, Dominique Riquet, Petri Sarvamaa, David-Maria Sassoli, Vilja Savisaar-Toomast, Olga Sehnalová, Brian Simpson, Silvia-Adriana Ţicău, Giommaria Uggias, Peter van Dalen, Patricia van der Kammen, Roberts Zīle |
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Substitute(s) present for the final vote |
Jean-Jacob Bicep, Michel Dantin, Bogdan Kazimierz Marcinkiewicz, Alfreds Rubiks, Sabine Wils, Karim Zéribi |
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Substitute(s) under Rule 187(2) present for the final vote |
Ivo Strejček |
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Date tabled |
21.1.2014 |
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