Local view for "http://purl.org/linkedpolitics/eu/plenary/2005-02-22-Speech-2-352"
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"en.20050222.18.2-352"2
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".
Mr President, contrary to what we hear promised in political speeches and announced in policy statements, the interests of inland navigation are often neglected in practice by politicians in many Member States. As Commissioner Barrot has said, it is the Commission that has focused most sharply on the potential of this mode of transport, and a few years ago now, back in September 2001, its White Paper on European transport policy for 2010 formulated the aim of reinforcing the position of inland navigation as an alternative mode of transport to which a considerable volume of road traffic could be switched. At the present time, however, we are very far from achieving that aim. Many people evidently find it difficult to recognise the real significance of inland navigation, and yet such great importance attaches to the potential role of inland waterways in the EU.
It was therefore high time that the Commission fleshed out the statements of intent from the White Paper, which it did in May of last year in this proposal for a directive on river-traffic information services. It is about applications of modern information and communication technology that should make it easier in future for Member States to manage traffic flows and transport operations on inland waterways.
The European Union has 30 000 kilometres of canals and rivers linking hundreds of major towns, cities and industrial areas. What we might call the core network connects the Benelux countries, France, Germany and Austria with each other. Despite the enormous potential of the whole network, only 7% of all inland traffic, excluding air traffic, is carried on our inland waterways – yes, only 7%! On the other hand, in view of the increasing volume of traffic – which has been due in part to the welcome eastward enlargement of the EU – Europe’s roads, railways and air space have long been working close to maximum capacity. This makes it all the more important to promote at long last the only mode of transport that still has significant spare capacity. The present draft directive makes it possible to harness the potential of inland waterway transport more effectively and to include it in the intermodal transport chain.
Let me briefly outline some of the core points of the agreement we reached at the informal trialogue. Besides the fact that the work already done by such recognised international organisations as the Central Commission for Navigation on the Rhine is to be taken into account, we have now also agreed that these organisations will continue to be involved in the establishment of the harmonised river-traffic information services. They can advise the RIS Committee, which will ensure that a patchwork of differing systems does not develop in the European Union.
Commissioner Barrot has listed the potential applications of this RIS approach: fairway information, traffic information, traffic management, disaster-relief support – especially important, because we intend to include hazardous materials in the cargos shifted from roads to waterways – and information for transport management, statistics and customs and for waterway charges and port dues. Other service applications are possible; this list is not exhaustive.
These types of information must be made accessible to all RIS users without discrimination. Besides the legitimate public interest in details such as the precise location of vessels with cargos of hazardous materials, the equally legitimate economic interests of the interested parties – cargo shippers, fleet managers, port operators, among others – must not be forgotten either.
For this reason, we have clearly re-emphasised that data protection law does, of course, apply without exception to trade secrets such as these. Bearing in mind the structure of the sector, which is composed predominantly of small and medium-sized businesses, we have barred the fees charged for RIS information from exceeding the cost price, thus protecting the sector from excessive costs resulting from use of the system. It has to be said, though, that there was no chance whatever of getting the Council to agree to additional support for the sector, for example through supplementary aid or loans at reduced rates, which I would have thought would make perfect sense. That the Council should so abominate such things is extraordinary in view of the importance of this sector to so many Member States, but, as river traffic information services of this kind are needed without delay, we agreed to this compromise.
Let me conclude by thanking the Council, the Commission, and particularly my fellow-Members the shadow rapporteurs for the cooperation between them, which has been extraordinarily good. I extend the warmest of thanks to them, for without the cooperation of all parties the compromise we have here would not have been possible.
I would now like to appeal to the whole House to vote in accordance with my list of the original 34 amendments from the Committee on Transport and Tourism, and also to accept the 32 amendments tabled in the plenary, for these are the outcome of the informal trialogue, on which we have all agreed. As we all want to support the inland shipping sector, I think the first reading tomorrow will also be the last."@en1
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