WRITTEN QUESTION E-2313/99 by Ari Vatanen (PPE-DE) to the Commission. Safety of rail traffic in the EU countries.
3. 10. 2000 EN Official Journal of the European Communities C 280 E/27 was for this reason that it set up the Centre for the development of industry (CDI) under the LomØ Convention. The CDI mobilises funding and technology from private and non-governmental sources for the development of industries in the ACP states. Through structural adjustment support, the Community assists its partners in creating the enabling environment for the growth of the private sector. 3. In pursuit of its overall policy of gradual integration of the developing countries into the global economy, the Community aims at ensuring that trade does not have negative impacts on the environment. This was why it advocated the inclusion of the question of átrade and environmentí in the millennium round of the World trade organisation (WTO). The Community pursues a policy of sustainable development and environmental protection in the 4. developing countries. Agricultural export subsidies (stabex) the issues currently being re- negotiated, under the post-LomØ arrangements, with the ACP states. Without prejudicing the outcome, the Communityís aim is precisely to ensure that they do not have negative effects on agriculture in these countries. is one of The Commission delegations in the ACP countries have been asked to initiate dialogue, wherever 5. possible, with national co-ordinating bodies and focal points of the Convention to combat desertification (CCD) with a view to determining the best way forward in implementation of the Convention. The outcome of this exercise will enable the Commission to act in a more speedy manner. 6. The Community advocates decentralised co-operation and the involvement of all concerned in Europe in the development process, including the implementation of the CCD. It has co-funded and will continue to co-fund projects in the developing countries with European non-governmental organisations. (1) SEC(97) 1429. (2000/C 280 E/026) WRITTEN QUESTION E-2313/99 by Ari Vatanen (PPE-DE) to the Commission (13 December 1999) Subject: Safety of rail traffic in the EU countries Lorry traffic has grown considerably in the EU countries over the past decades. In 1970 one third of goods traffic went by rail, last year it was only 14 %. The opening of rail traffic to competition is important so that still more goods traffic can move on to the railways. Promoting rail transport would reduce the congestion on main roads and the environmental damage caused by traffic. It is thought that improving the competitiveness of the railways will alleviate Europeís traffic problems. The liberalisation of competition must not however take place at the cost of train safety, but the maintenance of track, for example, should be separated from the running of trains. What measures has the Commission taken to guarantee greater safety in rail transport in the EU countries? Answer given by Mrs de Palacio on behalf of the Commission (27 January 2000) By its nature and as a result of its operational procedures rail is an exceedingly safe means of transport. Even when including all rail related deaths including suicides and level crossing accidents, rail fatality rates per traffic unit are around a quarter of those for road. Passenger fatalities per passenger-kilometre for rail C 280 E/28 Official Journal of the European Communities EN 3. 10. 2000 are around one twentieth of the rate for passenger cars. Similarly employee fatalities for rail freight can be estimated at around one twentieth of the road freight rate. These statistics show that by any assessment rail is considerably safer than road transport and therefore measures that succeed in encouraging the transfer to rail of traffic that currently travels by road could lead to a reduction overall in injuries and fatalities. It is therefore of considerable concern to the Commission that the market share of rail has dropped to around 40 % of its 1970 level. In 1997, railís share of all intra-Community surface transport (including short sea shipping) was 8,6 % and its share of land transport was, as quoted, 14,4 %. Improving the competitiveness of rail and ensuring that the rail industry is able to deliver services that current and potential customers require would offer an important step to encourage traffic that can use rail to do so. The railway infrastructure package, on which the Council reached a political agreement on 10th December 1999, would when implemented provide an important step in creating the conditions to enable this. The text also foresees that safety standards should be laid down by bodies that are independent of a railway undertaking as a safeguard to ensure confidence in the safety procedures. The Commission is conscious of the need to ensure at Community level that appropriate safety standards are assured. Considerable work has been undertaken by the Commission in two areas towards this end. Firstly the Commissionís recent proposal for a directive (1) on the interoperability of conventional rail foresees the establishment of technical standards and the certification of equipment by notified bodies and would oblige Member States to regularly control the operation and use of the certified railway equipment. Secondly the Commission has been carrying out a study into safety regulations and standards for European railways. The final report available shortly will enable an assessment of what further action is needed at Community level. (1) COM(99) 617 final. (2000/C 280 E/027) WRITTEN QUESTION E-2314/99 by Bartho Pronk (PPE-DE) to the Commission (13 December 1999) Subject: Motor-car insurance in foreign countries In a number of EU Member States, including the Netherlands, motor car insurance policies restrict the option of remaining in a foreign country, typically for any period of more than three months, in some cases of as little as eight weeks. The reason is that a vehicle insured in those countries may remain in a foreign country for only a limited continuous period. This situation can amount to a restriction on the right of residence in another country ü the more so in that it generally is not possible to get insurance in the country of temporary residence because the vehicle is not registered in that country. 1. Is the Commission aware of this situation? If so, does the Commission take the view that these arrangements restrict the free movement of 2. employees and the free movement of persons? 3. Which countries are in this situation and which are not? 4. What action will the Commission take on this matter? Answer given by Mr Bolkestein on behalf of the Commission (13 January 2000) The Commission is aware of the commercial practice mentioned by the Honourable Member but it does not have accurate information about the specific insurance undertakings involved in the different Member States