Local view for "http://purl.org/linkedpolitics/eu/plenary/2011-11-14-Speech-1-073-375"

Predicate	Value (sorted: default)
rdf:type	lpv_eu:Speech2
dcterms:Date	"2011-11-14"^^xsd:date2
dcterms:Is Part Of	lp_eu:Single European railway area (debate)2
dcterms:Language	"et"^^xsd:language2
lpv:document identification number	"en.20111114.16.1-073-375"2
lpv:hasSubsequent	lp_eu:2011-11-14-Speech-1-073-5002
lpv:speaker	lp:Vilja Savisaar-toomast2
lpv:spokenAs	substitute; REGI (2009-07-16--2012-01-18)3 unknown; Eesti Keskerakond (2009-07-14--2012-05-13)3 member; TRAN (2009-07-16--2012-01-18)3 member; ALDE (2009-07-14--2014-06-30)3 member; Delegation to the EU-Kazakhstan, EU-Kyrgyzstan and EU-Uzbekistan Parliamentary Cooperation Committees, and for relations with Tajikistan, Turkmenistan and Mongolia (2009-09-16--2014-06-30)3
lpv:translated text	"The main objectives of the first railway package, which entered into force in 2003, were the creation of a united railway region, the licensing of railway enterprises and the optimisation of the use of railway infrastructure and the setting of usage fees. Unfortunately, the desired objectives were not achieved for the following reasons: 1) the infrastructure’s insufficient and less prioritised financing in comparison with road transport; 2) the obstruction of competition; 3) the scarcity and ineffectiveness of supervisory organisations. The rapporteur initially proposed complete separation, i.e. the proprietor of the infrastructure and the organiser of the freight transport must not be one and the same organisation. This modification has been implemented in Estonia. This has, however, created great opposition, both in the TRAN Committee and in different political groups. At the moment, greater separation is recommended to Member States, but in order to achieve complete separation, the Commission would have to make a proposal based on research. At the same time, the opening of the domestic market in passenger transport to new entrants and their fair treatment is demanded, including in the establishment of infrastructure charges and the planning of travel times. One of the most important items for discussion is the further funding of infrastructure, in which there is a perceived need for greater public sector participation that would develop the EU’s rail network more extensively. This also sets recommended and permitted marginal rates for charges, which should guarantee all market participants equal treatment and sufficient funding for rail infrastructure. At the same time, the Baltic States are left with the opportunity to apply higher charges, since their rail width differs from that of the EU system, and their rail network is mainly used to transport third-country goods; to date, this desired practice has functioned well."@en1

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