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The Cost of Non-Schengen: the Impact of Border Controls within Schengen on the Single Market

07-06-2016

This paper considers the costs of four scenarios for the reintroduction of border controls within the Schengen area: for two years for seven countries; for two years across the Schengen area; indefinitely for seven countries; and indefinitely across the Schengen area. It identifies how a reintroduction of borders would create costs of 'non-Schengen' and estimates that cost quantitatively. For the highest-cost scenario — indefinite suspension of the whole Schengen area – the cost is 0.06-0.14 per ...

This paper considers the costs of four scenarios for the reintroduction of border controls within the Schengen area: for two years for seven countries; for two years across the Schengen area; indefinitely for seven countries; and indefinitely across the Schengen area. It identifies how a reintroduction of borders would create costs of 'non-Schengen' and estimates that cost quantitatively. For the highest-cost scenario — indefinite suspension of the whole Schengen area – the cost is 0.06-0.14 per cent of EU GDP, or some €100 billion to €230 billion over ten years.

Cost of Non-Schengen: The Impact of Border Controls within Schengen on the Single Market

16-05-2016

The study lists currently applied measures re-introducing temporary border controls within Schengen area and evaluates them in the light of different policy options and smart Single Market regulation criteria. The study highlights the added value of free movement within the Schengen area for the Single Market and quantifies the costs of re-establishing internal border controls, with particular reference to the transportation sector. Welfare of consumers is affected by “non-Schengen”, as the prices ...

The study lists currently applied measures re-introducing temporary border controls within Schengen area and evaluates them in the light of different policy options and smart Single Market regulation criteria. The study highlights the added value of free movement within the Schengen area for the Single Market and quantifies the costs of re-establishing internal border controls, with particular reference to the transportation sector. Welfare of consumers is affected by “non-Schengen”, as the prices of imports increase relative to domestic goods due to higher trade costs. A failure of Schengen would not only reduce the future benefits of the Single Market, but also undermine other aspects of EU integration. The study was prepared for Policy Department A and EAVA at the request of the Internal Market and Consumer Protection Committee.

Ārējais autors

Tim Breemersch, Filip Vanhove (Transport & Mobility Leuven) ; Matthias Luecke (Kiel Istitute for the World Economy)

Research for TRAN Committee - Connectivity and Accessibility of Transport Infrastructure in Central and Eastern European EU Member States

01-03-2016

Since the pre-accession phases, the Member States located in Central and Eastern Europe have been receiving EU funding to be invested in transport infrastructure. These investments have improved connectivity and accessibility in these Member States substantially. This note shows, however, that gaps remain. It also analyses how current policy instruments could contribute to close such gaps, and how this policy could be improved.

Since the pre-accession phases, the Member States located in Central and Eastern Europe have been receiving EU funding to be invested in transport infrastructure. These investments have improved connectivity and accessibility in these Member States substantially. This note shows, however, that gaps remain. It also analyses how current policy instruments could contribute to close such gaps, and how this policy could be improved.

Ārējais autors

Wolfgang Schade, Werner Rothengatter and Simon Mader

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.

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