PART 4 SUMMARY OF CONCLUSIONS
AND RECOMMENDATIONS
100. We agree with the
Commission and witnesses that rail faces serious problems and
that major change is needed if its decline is to be halted. Such
change, if it can be realised, may take a generation and would
require a concerted political will to achieve. Although railway
operators and Member States have principal responsibility for
effecting change, there is also a good case for action at Community
level (paragraphs 83, 86).
101. Rail is an important
means of transport which imposes fewer social and environmental
costs than road, but its potential to reduce the volume of road
traffic is limited (paragraph 85).
102. We support the
introduction of market forces into rail but offer no opinion on
the merits of privatisation. Member States should be encouraged
to negotiate public service contracts with passenger rail operators
(paragraphs 87-88).
103. We question the
case for a uniform cut-off date for historic debt. Measures to
reform railway finances should be applied on a case-by-case basis
(paragraph 90).
104. We support the
principle of open access for freight and for international passenger
traffic, but for domestic passenger services dependent on subsidy
we advocate a system of exclusive concessions which should be
open to Community-wide tender (paragraphs 91-92).
105. We are not convinced
that it is necessary to divide national railways into separate
business units dealing with infrastructure and train operators
(paragraph 93).
106. We welcome the
Commission's proposal to establish "rail freight freeways"
as voluntary agreements among infrastructure authorities in co-operation
with train operators (paragraph 94).
107. Member States should
adopt track access charging arrangements for international trains
that are broadly compatible with each other (paragraph 95).
108. We attach great
importance to the case for a Community regulatory authority.
Such an authority need not be a large bureaucracy, but must have
adequate powers (paragraph 96).
109. It is likely to
be more cost-effective to pursue the benefits of greater interoperability
by developing compatibility in systems and equipment than by aiming
for total harmonisation (paragraph 97).
110. The Commission
should promote common safety appraisal techniques to achieve cost-effective
safety, supervised by an independent, Community-wide body (paragraph 98).
111. The employment
prospects of railway workers are more likely to be protected by
making rail more competitive. The Community's Social Fund might
be used to mitigate the impact of job losses (paragraph 99).
RECOMMENDATION
112. The Committee believes
that the Commission's White Paper raises important issues to which
the attention of the House should be drawn, and we make this report
for debate.
