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Željeznički prijevoz

01-02-2018

Cilj europske politike željezničkog prijevoza uspostava je jedinstvenog Europskog željezničkog prostora. U razdoblju od deset godina nakon otvaranja željezničkog sektora za tržišno natjecanje 2001. donesena su tri paketa mjera i jedna preinaka. Četvrti paket, čija je svrha dovršetak jedinstvenog Europskog željezničkog prostora, usvojen je u travnju 2016. (tehnički stup) i prosincu 2016. (tržišni stup).

Cilj europske politike željezničkog prijevoza uspostava je jedinstvenog Europskog željezničkog prostora. U razdoblju od deset godina nakon otvaranja željezničkog sektora za tržišno natjecanje 2001. donesena su tri paketa mjera i jedna preinaka. Četvrti paket, čija je svrha dovršetak jedinstvenog Europskog željezničkog prostora, usvojen je u travnju 2016. (tehnički stup) i prosincu 2016. (tržišni stup).

Rail freight in the EU: Developing a tool for more sustainable transport

11-04-2017

In the early 20th century, rail was by far the most important mode for hauling goods across Europe. Since then, the freight market has undergone profound changes. In 2014, rail accounted for less than 12 % of all freight in the EU, while its main competitor, road haulage, achieved roughly a 50 % market share. This development entailed environmental concerns, road being considered more detrimental to the environment than rail. In the context of a predicted increase in freight transport, the EU has ...

In the early 20th century, rail was by far the most important mode for hauling goods across Europe. Since then, the freight market has undergone profound changes. In 2014, rail accounted for less than 12 % of all freight in the EU, while its main competitor, road haulage, achieved roughly a 50 % market share. This development entailed environmental concerns, road being considered more detrimental to the environment than rail. In the context of a predicted increase in freight transport, the EU has adopted a broad policy framework and a set of initiatives to promote more sustainable transport where rail freight plays an important role. These range from measures to improve the competitiveness, governance and technical compatibility of the rail sector in general, to specific provisions to support rail freight networks and services. The EU has also provided for a set of financing instruments and programmes. Today, experts seem to share a common understanding of the unsatisfactory performance of rail freight: regulatory and management issues, an uneven playing field and insufficient effectiveness of EU funding are among the main causes that are being discussed. At the same time, a consensus seems to have emerged on the need to increase rail freight in the EU. As a result, recommendations have been made to enhance and stabilise the regulatory environment; improve management and better adapt it to rail freight needs; make more consistent use of EU funds to improve the infrastructure; better exploit the potential of intermodal facilities; and monitor more closely the results achieved. Ongoing steps, such as rail projects at EU and national level and implementation of the EU regulatory framework, are already contributing to making rail freight a more customer-oriented and sustainable mode of transport.

The European Union Agency for Railways

17-06-2016

Established in 2004 and based in Valenciennes (France), the European Railway Agency (ERA) was set up with a view to revitalising the rail sector and creating a Single European Railway Area (SERA) by eliminating regulatory and operational differences across EU rail systems. The 2013 Commission legislative proposals, known as the 'Fourth Railway Package', were adopted by the European Parliament in April 2016 after long negotiations. Among these proposals is a new regulation on ERA, renamed the EU Agency ...

Established in 2004 and based in Valenciennes (France), the European Railway Agency (ERA) was set up with a view to revitalising the rail sector and creating a Single European Railway Area (SERA) by eliminating regulatory and operational differences across EU rail systems. The 2013 Commission legislative proposals, known as the 'Fourth Railway Package', were adopted by the European Parliament in April 2016 after long negotiations. Among these proposals is a new regulation on ERA, renamed the EU Agency for Railways, which, with two modified directives, expands its powers.

The fourth railway package: 'Technical pillar'

25-04-2016

Running a train from one country to another is fairly complex and costly as it requires technical compatibility of different railway systems and infrastructure, as well as a common approach to safety. Despite the noteworthy achievements made by the EU since the late 1980s to harmonise rail systems and to create an integrated EU railway area, improvement is still needed to streamline the procedures and the management of technical systems and rules.

Running a train from one country to another is fairly complex and costly as it requires technical compatibility of different railway systems and infrastructure, as well as a common approach to safety. Despite the noteworthy achievements made by the EU since the late 1980s to harmonise rail systems and to create an integrated EU railway area, improvement is still needed to streamline the procedures and the management of technical systems and rules.

The fourth railway package: Another step towards a Single European Railway Area

14-03-2016

The fourth railway package comprises six legislative proposals to enhance the efficiency and competitiveness of rail across the European Union, put forward by the European Commission in 2013. It aims to remove the remaining institutional, legal and technical obstacles, and create a truly integrated European Railway Area. Although the legislative process on technical issues did not present many difficulties, negotiations on the liberalisation of rail markets and governance structures (known as the ...

The fourth railway package comprises six legislative proposals to enhance the efficiency and competitiveness of rail across the European Union, put forward by the European Commission in 2013. It aims to remove the remaining institutional, legal and technical obstacles, and create a truly integrated European Railway Area. Although the legislative process on technical issues did not present many difficulties, negotiations on the liberalisation of rail markets and governance structures (known as the market pillar) continue and prove more complex. Trilogue discussions began after the adoption of a general approach by the Council in October 2015, and should conclude in 2016. Once adopted, the fourth railway package is expected to give a new impetus to rail services across the EU, and will contribute to meeting the objectives of the Commission's 2011 White Paper on Transport.

High-speed rail in the EU

29-09-2015

High-speed rail (HSR) started developing in Europe in the late 1970s, first in France and Italy, and subsequently in Germany, Spain and the UK, among others. In the early stages, its development took place largely at national level. The EU started providing specific support to European rail projects with the establishment of the trans-European transport network (TEN-T) in the early 1990s, some priority projects of which concern HSR. The EU also promotes HSR development through other means, including ...

High-speed rail (HSR) started developing in Europe in the late 1970s, first in France and Italy, and subsequently in Germany, Spain and the UK, among others. In the early stages, its development took place largely at national level. The EU started providing specific support to European rail projects with the establishment of the trans-European transport network (TEN-T) in the early 1990s, some priority projects of which concern HSR. The EU also promotes HSR development through other means, including technical harmonisation measures, security systems and funding instruments. The importance of high-speed rail has increased over time in the EU in terms of network length, number of passengers carried and modal share. Nevertheless, EU Member States each have their own specific characteristics in this regard. The impact of HSR on economic growth and sustainable regional and urban development is not easily measurable, each project having to be analysed individually. HSR can contribute significantly towards meeting some of the objectives – notably on energy efficiency and reduction of emissions – set by the 2011 European Commission White Paper on Transport. To this end, specific targets for developing the HSR network are set out in the Roadmap to a Single European Transport Area. Worldwide, the development of HSR lines could also provide commercial opportunities for the technological know-how of the EU rail industry on foreign markets. However, the sector's future depends on a diverse range of political, economic and technical factors or challenges, among them the increasing costs of rail works and infrastructure, varying rates of investment returns, and the adverse impacts of the recent economic crisis. In the context of budgetary constraints, public authorities in some EU countries have questioned HSR's overall added value.

The European Railway Agency

13-07-2015

Established in 2004 and based in Valenciennes (France), the European Union Railway Agency (ERA) was set up with a view to revitalising the European rail sector and creating a single European railway area through the elimination of operational and regulatory differences across EU rail systems. The Fourth Railway Package, which is currently under consideration, includes a proposal for a new Regulation on ERA which would modify its structure and expand the scope of its activities.

Established in 2004 and based in Valenciennes (France), the European Union Railway Agency (ERA) was set up with a view to revitalising the European rail sector and creating a single European railway area through the elimination of operational and regulatory differences across EU rail systems. The Fourth Railway Package, which is currently under consideration, includes a proposal for a new Regulation on ERA which would modify its structure and expand the scope of its activities.

Cost of Non-Europe in the Single Market for transport and tourism: road transport and railways (Annex I)

28-10-2014

Cost of Non-Europe Reports identify the possibilities for economic or other gains and/or the realisation of a ‘public good’ through common action at EU level in specific policy areas and sectors. This Cost of Non-Europe Report seeks to analyse the costs for citizens, businesses and relevant stake-holders of remaining gaps and barriers in the Single Market in transports, as well as to examine the benefits from further action in the tourism sector. This particular study - the first in a series - focuses ...

Cost of Non-Europe Reports identify the possibilities for economic or other gains and/or the realisation of a ‘public good’ through common action at EU level in specific policy areas and sectors. This Cost of Non-Europe Report seeks to analyse the costs for citizens, businesses and relevant stake-holders of remaining gaps and barriers in the Single Market in transports, as well as to examine the benefits from further action in the tourism sector. This particular study - the first in a series - focuses on the potential benefits of completing the single market in the rail and road sectors. First, it highlights what the progress has been to date in terms of legislative actions. Secondly it seeks to evaluate in a qualitative and (where possible) quantitative manner the impact of filling the remaining gaps in legislation. The study focuses, in particular, on those areas where liberalisation has started but has not been completed, and those where markets are not functioning effectively – that is, where legislation is not currently being envisaged, but where it is likely that intervention will be needed in future.

Vanjski autor

This study has been written by Francesco Dionori, Roberta Frisoni, Simon Ellis, Lydia Rooney, Davide Ranghetti, Federico Spano and Elisa Tejedor of Steer Davies Gleave at the request of the European Added Value Unit, of the Directorate for Impact Assessment and European Added Value, within the Directorate-General for European Parliamentary Research Services of the European Parliament.

The Fourth Railway Package: an overview

20-02-2014

Over the past decade, the European Commission has pursued a strategy for the revival of rail transport in the European Union (EU), to achieve a more competitive and resource-efficient transport system. In 2013 this process has moved to a new phase with the publication of a draft legislative package aimed at liberalising domestic passenger rail services within EU Member States.

Over the past decade, the European Commission has pursued a strategy for the revival of rail transport in the European Union (EU), to achieve a more competitive and resource-efficient transport system. In 2013 this process has moved to a new phase with the publication of a draft legislative package aimed at liberalising domestic passenger rail services within EU Member States.

Fourth Railway Package (EU Agency for Railways): Initial Appraisal of the Commission's Impact Assessment

15-05-2013

This note seeks to provide an initial analysis of the strengths and weaknesses of the European Commission's Impact Assessment accompanying the following proposals, submitted on 30 January 2013, within the framework of the Fourth Railway Package: i) Commission proposal for a Regulation of the European Parliament and of the Council on the European Union Agency for Railways and repealing Regulation (EC) No 881/2004 (COM (2013) 27); ii) Proposal for a Directive of the European Parliament and of the Council ...

This note seeks to provide an initial analysis of the strengths and weaknesses of the European Commission's Impact Assessment accompanying the following proposals, submitted on 30 January 2013, within the framework of the Fourth Railway Package: i) Commission proposal for a Regulation of the European Parliament and of the Council on the European Union Agency for Railways and repealing Regulation (EC) No 881/2004 (COM (2013) 27); ii) Proposal for a Directive of the European Parliament and of the Council on the interoperability of the rail system within the European Union (Recast) (COM (2013) 31); and iii) Proposal for a Directive of the European Parliament and of the Council on railway safety (Recast) (COM (2013) 30).

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