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Rail passengers' rights and obligations in the EU

07-02-2020

In 2007, the EU established a set of basic rights for rail passengers, which became applicable at the end of 2009. These rights provide for all passengers, including those with reduced mobility, a harmonised minimum level of protection, information and assistance. While the implementation of these rights has generally been smooth, recent reports have concluded that this is not done uniformly across the EU. Moreover, other shortcomings have prevented these rights from being used to their full potential ...

In 2007, the EU established a set of basic rights for rail passengers, which became applicable at the end of 2009. These rights provide for all passengers, including those with reduced mobility, a harmonised minimum level of protection, information and assistance. While the implementation of these rights has generally been smooth, recent reports have concluded that this is not done uniformly across the EU. Moreover, other shortcomings have prevented these rights from being used to their full potential. In September 2017, the European Commission presented a new proposal to address these shortcomings and to strike a new balance between keeping rail operators competitive and providing adequate passenger protection. The EP's Committee on Transport and Tourism, adopted its report on the proposal on 9 October 2018. The Parliament subsequently adopted its first-reading position by a large majority, in plenary on 15 November 2018. For its part, the Council adopted its general approach on 2 December 2019, under the Finnish Presidency. This has allowed interinstitutional negotiations, with a view to reaching an early second-reading agreement, to start at the end of January 2020. Fourth edition. The 'EU Legislation in Progress' briefings are updated at key stages throughout the legislative procedure.

Road infrastructure safety management

13-01-2020

On 17 May 2018, the Commission adopted the proposal for a directive amending Directive 2008/96/EC on road infrastructure safety management. The revision was presented together with another legislative proposal on vehicle and pedestrian safety, and with non-legislative initiatives to promote safe mobility. The general objective of the proposal, which seeks to address the shortcomings of the existing legislation, is to reduce both road fatalities and serious injuries by improving the safety performance ...

On 17 May 2018, the Commission adopted the proposal for a directive amending Directive 2008/96/EC on road infrastructure safety management. The revision was presented together with another legislative proposal on vehicle and pedestrian safety, and with non-legislative initiatives to promote safe mobility. The general objective of the proposal, which seeks to address the shortcomings of the existing legislation, is to reduce both road fatalities and serious injuries by improving the safety performance of road infrastructure. It proposes key changes to strengthen road infrastructure safety management procedures and extends the scope of the directive beyond the trans-European transport network (TEN-T). Interinstitutional negogiations (trilogues) concluded on 21 February 2019. The agreed text was adopted by the Parliament in plenary on 4 April 2019 and by the Council on 7 October 2019. After its final signature, the new legislative act came into force on 16 December 2019, and has to be transposed into national law in each Member State by 17 December 2021. Third edition. The 'EU Legislation in Progress' briefings are updated at key stages throughout the legislative procedure.

EU external aviation policy

04-10-2019

The 1944 Convention on International Civil Aviation ('Chicago Convention') is the chief regulatory framework for international civil aviation, but also the most important primary source of public international aviation law and the umbrella under which bilateral air service agreements have been developed. While early bilateral air service agreements between states were quite restrictive, to protect their respective flag carriers, the United States proposed a more flexible model of bilateral air services ...

The 1944 Convention on International Civil Aviation ('Chicago Convention') is the chief regulatory framework for international civil aviation, but also the most important primary source of public international aviation law and the umbrella under which bilateral air service agreements have been developed. While early bilateral air service agreements between states were quite restrictive, to protect their respective flag carriers, the United States proposed a more flexible model of bilateral air services agreements in the early 1990s, the 'Open Skies' agreements. Challenges to these agreements on the grounds that some of their provisions did not conform to Community law, led to the 2002 European Court of Justice 'Open Skies' judgments. These judgments triggered the development of an EU external aviation policy, leading to the conclusion of horizontal agreements and the negotiation and conclusion of comprehensive EU agreements with some neighbouring countries and key trading partners. To tackle the challenges currently facing international air transport and, in particular, increased competition from third countries, in December 2015, the Commission adopted a new aviation strategy for Europe that places great emphasis on the EU's external dimension, which the EU has started delivering, for instance with the adoption of a new EU tool to ensure fair competition between Union and third-country air carriers and the ongoing negotiations for new air transport agreements. This is an updated edition of a Briefing published in November 2016: PE 582.021.

Research for TRAN Committee - EU funding of transport projects

15-07-2019

This study provides an analysis of the most important EU funding instruments currently available for transport projects with the aim to evaluate the extent to which they are fulfilling strategic EU policy goals. Based on a thorough assessment of the overall performance of these instruments (through previous reports, interviews and case studies), and after identifying the main opportunities and challenges they will face in the future, the study proposes a set of recommendations on how to improve their ...

This study provides an analysis of the most important EU funding instruments currently available for transport projects with the aim to evaluate the extent to which they are fulfilling strategic EU policy goals. Based on a thorough assessment of the overall performance of these instruments (through previous reports, interviews and case studies), and after identifying the main opportunities and challenges they will face in the future, the study proposes a set of recommendations on how to improve their effectiveness and contribution to EU added value in the future.

Външен автор

José Manuel VASSALLO, Laura GARRIDO

Electric road vehicles in the European Union: Trends, impacts and policies

03-04-2019

Technological advances and societal changes have triggered a drastic evolution in mobility. Alongside other trends, such as digitalisation, autonomous driving and shared mobility, electric mobility is also gaining momentum. Electric mobility could help the EU to achieve its goals of reducing greenhouse gas emissions, air pollution, noise and dependence on oil. However, the extent of this help will depend on a number of factors, such as the share of electric vehicles in the overall vehicle fleet and ...

Technological advances and societal changes have triggered a drastic evolution in mobility. Alongside other trends, such as digitalisation, autonomous driving and shared mobility, electric mobility is also gaining momentum. Electric mobility could help the EU to achieve its goals of reducing greenhouse gas emissions, air pollution, noise and dependence on oil. However, the extent of this help will depend on a number of factors, such as the share of electric vehicles in the overall vehicle fleet and how environmentally friendly electric vehicles can remain throughout their life cycle. Global sales of new electric road vehicles have been growing significantly in recent years, largely driven by the mass expansion of this mode of transport in China. Despite its rapid growth, the EU market for such vehicles is still small, and largely dependent on support policies. Most electric road vehicles are concentrated in a few northern and western Member States, although southern and eastern ones have recently recorded the biggest sales growth. Over the years, the EU has taken various actions to support electric mobility. For instance, EU-level measures have been encouraging the use of renewable electricity and smart charging; helping to develop and standardise charging infrastructure; and supporting research on batteries. Local, regional and national-level incentives (such as the introduction of lower taxes or the provision of free public parking for electric vehicles) are also promoting electric mobility. Countries that offer generous incentives and good charging infrastructure typically have a bigger market share for electric road vehicles.

Priority dossiers under the Romanian EU Council Presidency

07-12-2018

Romania will hold the EU Council Presidency from January to July 2019. Its Presidency comes at the end of the European Parliament’s current legislative term, with European elections taking place on 23-26 May 2019. This is the first time that Romania holds the EU Council Presidency since joining the European Union on 1 January 2007. Romania has a bicameral legislature. The Parliament consists of the Senate (the upper house) having 137 seats and the Chamber of Deputies (the lower house) with 332 seats ...

Romania will hold the EU Council Presidency from January to July 2019. Its Presidency comes at the end of the European Parliament’s current legislative term, with European elections taking place on 23-26 May 2019. This is the first time that Romania holds the EU Council Presidency since joining the European Union on 1 January 2007. Romania has a bicameral legislature. The Parliament consists of the Senate (the upper house) having 137 seats and the Chamber of Deputies (the lower house) with 332 seats. The members of both houses are elected by direct, popular vote on the basis of proportional representation to serve four-year terms. The executive branch of the Government is directly or indirectly dependent on the support of the parliament, often expressed through a vote of confidence. The Social Democratic Party (PSD) heads the current governmental alliance with the centre-right Liberal-Democrat Alliance (ALDE). Romania is a semi-presidential republic, with Klaus Iohannis as President in office since November 2014, and the current Prime Minister, Viorica Dancila (PSD), in office since January 2018.

Research for TRAN Committee - Modal shift in European transport: a way forward

29-11-2018

The study provides a comprehensive analysis of the progress and potential of modal shift from road to more sustainable transport modes, with respect to the policy objectives set in the 2011 White Paper on transport. The study focuses both on passenger and freight transport, highlighting main barriers and factors that are hampering a more effective modal shift at EU level, and providing policy recommendations for the way forward.

The study provides a comprehensive analysis of the progress and potential of modal shift from road to more sustainable transport modes, with respect to the policy objectives set in the 2011 White Paper on transport. The study focuses both on passenger and freight transport, highlighting main barriers and factors that are hampering a more effective modal shift at EU level, and providing policy recommendations for the way forward.

Improving road infrastructure safety management

13-07-2018

In order to improve the EU road safety and substantially reduce road deaths, several measures were taken at the EU level. A general policy document was adopted in 2010, when the European Commission published the Road Safety Programme 2011-2020. The current revision of the road safety management procedures was triggered by the fact that the progress in the reduction of road fatalities stalled and that the existing road security measures needed to be adapted to changes in mobility resulting from societal ...

In order to improve the EU road safety and substantially reduce road deaths, several measures were taken at the EU level. A general policy document was adopted in 2010, when the European Commission published the Road Safety Programme 2011-2020. The current revision of the road safety management procedures was triggered by the fact that the progress in the reduction of road fatalities stalled and that the existing road security measures needed to be adapted to changes in mobility resulting from societal trends and technological developments. The impact assessment accompanying this proposal clearly explains the problems currently encountered, and proposes adequate solutions. The Commission used different sources to substantiate the impact assessment and also undertook several stakeholder consultation activities. However, some parts of the IA do not entirely follow the requirements of the Better Regulation Guidelines in that it does not set sufficiently specific and time-bound objectives. More detailed information on proportionality and publication of the support study would have also been desirable.

Training of professional drivers

08-03-2018

The revision of existing provisions regarding the training of professional drivers was announced in the 2017 Commission Work Programme (in annex II covering REFIT initiatives). The initiative fits within the general framework regarding professional drivers of trucks and buses, and is closely related to road safety. It is also in line with the Commission’s 2011 Transport white paper and the 2010 communication ‘Towards a European road safety area: policy orientations on road safety 2011-2020’, which ...

The revision of existing provisions regarding the training of professional drivers was announced in the 2017 Commission Work Programme (in annex II covering REFIT initiatives). The initiative fits within the general framework regarding professional drivers of trucks and buses, and is closely related to road safety. It is also in line with the Commission’s 2011 Transport white paper and the 2010 communication ‘Towards a European road safety area: policy orientations on road safety 2011-2020’, which notably sought to improve road safety through the education, training and post licence training of road users. On 1 February 2017, the Commission adopted a legislative proposal to amend Directive 2003/59/EC and Directive 2006/126/EC, with the objective of tackling the main shortcomings identified in the implementation of the existing legislation. Third edition. The ‘EU Legislation in Progress’ briefings are updated at key stages throughout the legislative procedure. Please note this document has been designed for on-line viewing.

Rail passengers' rights and obligations

12-01-2018

This note seeks to provide an initial analysis of the strengths and weaknesses of the European Commission's impact assessment (IA) accompanying the above proposal, adopted on 27 September 2017 and referred to Parliament's Committee on Transport and Tourism (TRAN). The proposal aims to amend Regulation (EC) No 1371/2007 in order to strengthen the rights for all EU rail passengers, and to reduce the 'burden on railway undertakings due to the inconsistent application of the regulation' (IA, p. 9). The ...

This note seeks to provide an initial analysis of the strengths and weaknesses of the European Commission's impact assessment (IA) accompanying the above proposal, adopted on 27 September 2017 and referred to Parliament's Committee on Transport and Tourism (TRAN). The proposal aims to amend Regulation (EC) No 1371/2007 in order to strengthen the rights for all EU rail passengers, and to reduce the 'burden on railway undertakings due to the inconsistent application of the regulation' (IA, p. 9). The proposal follows a Commission report (COM(2013) 587 final) on the application of the regulation, which 'highlighted certain problematic areas', and a second Commission report (COM(2015) 117 final) on exemptions granted by Member States, which 'identified the extensive use of exemptions as a major hindrance to the uniform application of the regulation' (explanatory memorandum of the proposal, p. 2). In addition, the proposal follows the ruling of the Court of Justice of the EU of 26 September 2013 in Case C-509/11, which is linked to the 'force majeure' issue described in the following section. The European Parliament has regularly taken a stand on passenger rights, by submitting written questions or by adopting resolutions.

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