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Conference - Pre- interview

Prior to the conference a selection of speakers gave you insight in the issues:

Chris Nash, research professor, University of Leeds - Institute for Transport Studies ^UK

Question: To what extent have the results and recommendations of the research projects carried out by ITS been implemented in practice?

Chris Nash

A lot of our research has concerned infrastructure pricing, and here I would say its results have by and large been translated into proposals from the Commission. In the case of rail, the proposals are reflected in the existing Directive, although with a lot of flexibility to suit individual circumstances. In principle, I would accept the need for such flexibility, but in practice the degree of diversity of ways in which the Directive has been implemented does lead to problems for the competitive position of rail. (…)

Michel Quidort, president EPTO, director Veolia ^FR
Jean-Michel Dancoisne, permanent representative SNCF Brussels ^FR

Question 1: To what extend do you consider the passenger market open to competition?

Michel Quidort

There are big differences between European countries as far as passenger rail market opening is concerned. On the top of the list are Member States which have anticipated European guidelines and already opened their rail market to competition such as Germany, Great Britain, Sweden, on both contracted and "open access" services. Some other countries are begining to open just in line with what is requested by the EU legislation: Italy and, to a certain extent, Denmark and The Netherlands for example. But for remaining European countries, passenger rail market remains totally or almost closed with among them some significant Member States: France, Spain, Belgium, ... not to mention the vast majority of Central and Eastern Europe. It is therefore difficult to say that the European rail market is open to competition. The present situation is causing lots of problems and misunderstanding between countries with some visible tensions, leading to put this question on the top of political agendas.

Jean-Michel Dancoisne

Subsidiarity has until now played a big role. The consequence is that from a legal point of view P.S.O. and domestic long-distance passenger market are (rail and coach) differently open according to each country. When the market is open conditions (franchise or opened-access) and effectiveness (hidden barriers) are very different. Only international traffic is legally open at the EU level but competition has not yet really developed. Nevertheless the completion of a single market is necessary even if is not a sufficient condition to ensure that rail will play his full part on service of an economical, social and environmental efficiency.

Question 2: What are the possible barriers that need to be overcome?

Michel Quidort

The possible barriers to be overcome are mainly political and very often linked with the presence of an incumbent public operator which is dominating the scene and which is being "protected" by Governments for different reasons. There is no other explanation, for example, to the ever delayed implementation of the First Railway Package in lots of Member States. Countries where rail liberalisation is effective have already overcome this type of situation.

Jean-Michel Dancoisne

European harmonization and governance of certification, safety and regulation. Idem for the European high speed infrastructure network. Still a long way ahead, look at the other sectors where the liberalisation started much earlier than in rail industry.

Question 3: How do you think the passenger market in Europe will be by the year 2025?

Michel Quidort

Looking at 2025, rail will have a great future. Local and suburban rail systems will benefit from increasing road congestion and will be the most efficient means of transportation to access to city centres and conurbations. Regional rail opened to regulated competition will increase its efficiency and patronage and contribute to the economic and sustainable development of large areas. Domestic and short distance flights will be more and more challenged and high speed rail will appear to the sustainable substitute to plane on distances up to 1000 km. Joint ventures between rail companies and other transport and service providers will appear as a way to improve and develop existing rail services from a customer's point of view. Alliances will be on the top on the agenda, together with an Europeanwide consolidation of rail operating companies.

Jean-Michel Dancoisne

As airline market in world today.

Question 4: Wat will be the role of the public versus the private operators in 2025?

Michel Quidort

This consolidation will reduce the gap between "public" and "private" operators, provided that a level playing field is in place. Competition on contracted public services and on open access will introduce a new railway culture strongly oriented on customers' needs and expectations on one hand and on cost efficiency and "value for money" on the other hand. The open European rail market market should allow more and more companies to "export" their know-how and competences together with a possible segmentation of services provided. The arrival of competitors from other continents - Chinese operators are already present - will contribute to change the rail scene in the next decades.

Jean-Michel Dancoisne

Infrastructure will remain partly founded by public fundings which does not exclude P.P.P. and tender to private companies for maintenance and engineering. P.S.O. services will remain or even be extended to some long distance offers through tendering. The other services, national and international, but hopefully there will be no longer this distinction within Europe will be provided by operators acting without difference whether their shareholders are public, private or mixed.