Transcript Prof. Dr. Włodzimierz Rydzkowski

Prof. Dr. Włodzimierz Rydzkowski
Transport Policy
Privatisation & Restructuring of
transport
Transport Policy
Privatisation & Restructuring
Property ownership forms in west-European
transport:
 Road transport
 Inland waterway transport
 Air transport – air alliances:
Star Alliance, Oneworld, Sky Team
 Public transport
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Transport Policy
Privatisation & Restructuring
European railways might be competitive if they:
 Become independent economic undertakings,
 Operation of transport services will be separated (at
least accounting) from railway infrastructure (track and
related equipment) management. A number of Member
States have in recent years set up bodies which
manage the railway infrastructure but are separate
from the railway companies, which continue to manage
the carriage of passengers and freight,
 State-rail relationships will be based on long-term
agreements.
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Treaty establishing the European Comunity Art. 249
1.
A regulation shall have general application. It shall be
binding in its entirety and directly applicable in all
Memeber States.
2. A directive shall be binding, as to the result to be
achived, upon each Member States to which it is
addressed, but shall leave to the national authorities the
choice of form and methods.
3. A decision shall be binding in its entirety upon those to
whom it is addressed.
4. Recommendations and opinions shall have no
binding force.
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Transport Policy
Privatisation & Restructuring
Directive 91/440/EEC 29 July 1991 on the development of the Community' s
railways requires Memeber States:
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to manage railway undertakings in such a way that these understand the need for
competitiveness and sound financial management. Member States must thus,
jointly with existing public railway operators, take steps to reduce the indebtedness
of railway undertakings,
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to make railway undertakings independent by giving them a budget and system of
accounts which are separate from those of the State
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on specific terms, to guarantee rights of access for rail transport operators in
other Member States to international combined transport services. The aim here
is to open up the Community markets in these sectors. It has also created the
possibility to open the market for international freight and passenger services
under certain conditions
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to have separate accounting for railway infrastructure (track and related
equipment) and the operation of transport services as such. The aim here is
greater transparency in the use of public funds, but also the ability to measure the
actual performance of these two branches better.
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Transport Policy
Privatisation & Restructuring
FIRST RAILWAY PACKAGE DECEMBER 2000
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The far-reaching measures in the "first railway package„
adopted by the Council and the European Parliament in
December 2000 aim at opening of the rail freight market.
They open up the 50 000 kilometre plus trans-European rail
freight network to international goods services in March 2003,
with the entire network following in 2008.
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Transport Policy
Privatisation & Restructuring
WHITE PAPER ON EUROPEAN TRANSPORT POLICY 0 TIME TO DECIDE
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In September 2001, the Commission published its White Paper on 'European transport
policy for 2010: time to decide, in which for the first time the Commission is placing the
needs of the users at the heart of its transport strategy by proposing over 60 measures to
refocus Europe's transport policy on the needs of its citizens.
For Railways, the goal to achieve in 2010 is to maintain the modal share of rail transport
at the same level of 1998, thus reversing the decline of rail transport observed over the last
30 years. Rail transport is thus expected to grow significantly as the total transport demand
in 2010 is expected to be 40% higher than in 1998.
In its White Paper, the Commission also announced its intention to table a set of new
proposals to improve access to the railway network for freight transport and to amend
existing directives on the interoperability of conventional rail systems and HighSpeed Rail systems, as well as a proposal to create a European Railway Safety and
Interoperability Agency.
February 2001 directives amending the previous ones
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Transport Policy
Privatisation & Restructuring
THE NEW PACKAGE
The European Commission has adopted on 23 January 2002 a
new package ('second package') of measures to revitalise
the railways by rapidly building an integrated European
railway area. The five measures unveiled are based on the
guidelines set out in the recent White Paper on transport
and aim at
 greater safety,
 Interoperability,
 opening of the rail freight market.
To give strong impetus to this process, the Commission has
also proposed establishment of a European Railway Agency
to steer the technical work on safety and interoperability
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Directives, regulations and decisions concerning rail transport
Safety Directive COM/2002/21:
Proposal for a Directive of the European Parliament and of
the Council on safety on the Community's railways and
amending
 Council Directive 95/18/EC on the licensing of railway
undertakings and
 Directive 2001/14/EC on the allocation of railway
infrastructure capacity and the levying of charges for the
use of railway infrastructure and safety certification
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Directives, regulations and decisions concerning rail transport
Amendment of the Interoperability
Directives COM/2002/22:
Proposal for a Directive of the European
Parliament and of the Council amending
Council Directive 96/48/EC and Directive
2001/16/EC on the interoperability of the
trans-European rail system
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Directives, regulations and decisions concerning rail transport
Regulation on the European Agency
COM/2002/23:
Proposal for a Regulation of the European
Parliament and of the Council establishing
a European Railway Agency
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Directives, regulations and decisions concerning rail transport
Recommendation on the COTIF
COM/2002/24:
COUNCIL DECISION authorising the
Commission to negotiate the conditions
for Community accession to the
Convention concerning International
Carriage by Rail (COTIF) of 9 May 1980, as
amended by the Vilnius Protocol of 3 June
1999
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Transport Policy
Privatisation & Restructuring
2nd railway package contains:
 Decision COM 2001/544
This decision lays down Community guidelines for the
development of the trans-European transport networks,
providing a general framework setting out objectives and
indicating the development planned for transport networks up to
the year 2010, and the measures to be taken to achieve this.
With a view to intermodal integration, the decision covers all inland,
sea and air transport infrastructure. It replaces the three
decisions concerning road, inland waterway and combined
transport networks adopted by the Council on 29 October 1993
and also covers railways, airports, inland ports and the
information and management systems needed for the operation
of the networks.
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Transport Policy
Privatisation & Restructuring
2nd railway package contains:
Proposal COM 2002/54 for a European Parliament and Council regulation on the
granting of Community financial assistance to improve the environmental
performance of the freight transport system (Marco Polo programme).
In keeping with the strategy set out in the White Paper of September 2001, the
Commission proposes establishing a practical market-driven instrument to combat
congestion in the road freight sector and support the objectives of improving
environmental performance in the transport system as a whole.
The principal aim of the Marco Polo programme is to help shift the expected aggregate
increase in international road freight traffic to other transport modes. The programme
will therefore provide financial support to commercial activities on the freight services
market, support modal shift projects in all segments of the freight market and finance
projects, preferably of an international character, involving the candidate countries for
accession.
It therefore features three main types of action: aid to the start-up of new, non-road
freight services that must become viable in the medium term ('modal shift
actions'), support to the launch of services or systems of strategic interest to
Europe ('catalyst actions') and stimulation of cooperative attitudes on the
freight logistics market ('common learning actions').
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Rail transport: the current situation and the Commission's initiatives
- The status quo: a worrying decline
 Rail transport in Europe has experienced a worrying decline for
almost thirty years now, especially in the area of freight. In
1970 the railways carried 21 % of all freight in the fifteen
countries of the present European Union. By 2000 the figure was
8,1 %.
Over the same period the proportion of freight going by road
rose from 30.8 % to 43,8%. The tonne-kilometre performance
of railway freight fell by 12% between 1970 and 2000. It is the
only mode of transport to have shown a drop! All the others
increased their performance.
 Over the same period, the volume of tonne-kilometres carried by
road has tripled!
 Railway passenger traffic also declined, though less dramatically:
passenger transport, 10,2% of total rail transport in 1970, fell to
6,3% in 2000.
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Rail transport: the current situation and the Commission's initiatives
- An uncompetitive service
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The main reason for this state of affairs is that the railways are not as
competitive as road haulage.
Railway transport is less reliable than road haulage as regards delivery
times, which are far less predictable in the case of rail. On some
international routes, delivery times have even doubled or trebled in
recent years. This is due mainly to very long stopping times en
route, because other trains (passenger services especially) have priority,
and because procedures at borders are complicated (train crews and
locomotives have to be changed because of differences in signalling
systems from one country to another, etc.).
Formalities are longer and more complicated at all stages of the
procedure. It takes barely a few hours to set up a contract with a road
haulage operator.
Both road and rail, provide door-to-door services, though the significant
decrease of private sidings for rail transport has given road transport a
competitive advantage over rail.
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Rail transport: the current situation and the Commission's initiatives
- An uncompetitive service
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All these factors are critical for industries which work to tight schedules
and apply the "just-in-time" principle.
And yet, the railways have unique advantages: they are a safe and clean
mode of transport and one train can contain up to 50-60 truckloads.
Their infrastructure covers a lot of territory and is generally in a good state.
But they no longer match modern-day customer requirements.
Revitalising the railways is thus an imperative. It is a top priority in the
European Union's common transport policy
Far from wishing to "fragment" the railways the European Union is anxious, in
line with its transport policy, to create conditions in which rail transport can
once again be efficient and competitive, particularly for freight.
Lest there be any misunderstanding here, the EU is in no way trying to
privatise the railways: no European institution can do that, quite simply
because the Treaty forbids it (Article 295 of the Treaty on the system of
property ownership).
However, the European Commission, with the backing of most Member
States, believes in the virtues of competition, which encourages
undertakings to innovate and return to efficiency.
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Transport Policy
Privatisation & Restructuring
Forms of organisation of railways in Europe:
 Swedish railways - reforms starting 1988
 French railways - 1984-1989 first agreement
between SNCF and state , 1997 division of SNCF,
RFF
 German railways – 1992 homogeneous structure,
1994 DBAG, 1999 holding structure
 British railways – division of rail, sale of Railtrack,
2002 renationalisation of infrastructure
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