Vol. 478 No. 3
6 Mr. Clohessy asked the Minister for Transport, Energy and Communications if he has satisfied himself that each of the three operating companies within the CIÉ group is making adequate preparation for the implementation of EU transport directives; and if he will make a statement on the matter. [10862/97]
11 Ms O'Donnell asked the Minister for Transport, Energy and Communications the current position regarding EU transport directives and their implications for the CIÉ group of companies; and if he will make a statement on the matter. [10899/97]
I propose to take Questions Nos. 6 and 11 together.
Preparation for the implementation of EU directives in the transport field by the three operating companies within the CIÉ group is a matter for the board and management of CIÉ.
Under the terms of Council Directive 91/440, railway undertakings are entitled to limited access and transit rights across the frontiers of member states. The directive provides for rights of access and transit for international passenger and goods services operated by international groupings of railway undertakings. It provides the same access and transit rights for railway undertakings operating international combined transport goods services. The access provisions of the directive were transposed into Irish law by Statutory Instrument 204 of 1996.
Two further directives have been adopted supplementing Directive 91/440. These related to the licensing of railway undertakings, the allocation of rail infrastructure capacity and the charging of fees for infrastructure use. Both directives are due to come into force on 28 June this year. The method of transposal of these directives into Irish law is being examined by my Department in consultation with the Attorney General.
In addition to these directives, my Department is pursuing the transposition of Directive 96/49 concerning the approximation of the laws of member states with regard to the transport of dangerous goods by rail. In effect, that directive enshrines in EU law the provisions of an international agreement on the regulations governing the transport of dangerous goods by rail, usually known as RID. It requires that the RID standards should also apply to domestic rail operations.
Two instruments in the bus sector are currently going through the EU legislative process. These are a proposed regulation replacing Regulation 2454/92 on cabotage in international bus operations and an amendment to Regulation 684/94 concerning the rules for international bus passenger operations. These proposals provide for a further limited measure of liberalisation in international bus transport.
While the degree of liberalisation to date in the public transport sector is limited, it is clear from repeated statements by the Commission and from its 1996 White Paper on the revitalisation of the community's railways, that the coming years will see a step by step liberalisation and intensified competition in the public transport sector generally.
Liberalisation is well established in the aviation and road haulage sectors and is proceeding rapidly in the telecommunications sector. Significant progress towards liberalisation is also being made in other sectors, including energy. The public transport sector cannot hope to avoid similar liberalisation and there is no reason it should. It is essential, therefore, that the CIÉ group prepares itself adequately to meet these changing circumstances.The Government has set out its mandate for CIÉ very clearly, most recently in my Department's statement of strategy.
I mentioned this earlier during our discussion about Dublin Bus so I will not take up the time of the House and anticipate supplementary questions by elaborating further. I have indicated the measures being taken to bring the relevant provisions of European Union law into operation in this country.
Why is the Minister so reluctant, in this area as in many others, to introduce and permit liberalisation provisions, expect when forced to do so by the European Union? Why is the Government always dragging its feet and fighting change, progress and competition when other countries are anxious to achieve them in the interests of their populations? Why will the Minister not encourage competition in bus services in Ireland? It could be implemented rapidly if the legal opportunity were provided. Why does he wish to preserve a situation, by way of annual public subsidies, that would not be preserved in any other country? Dublin Bus was recently obliged to hold a statutory EGM because, under the Companies Acts, it is regarded as having deteriorated so much financially that the shareholders should be allowed to decide whether they wish it to continue in existence.
Deputy O'Malley was not present when we discussed the Dublin Bus EGM. Rather than repeat my reply, perhaps he would look at the text when it becomes available in the Official Report.
In some areas we have proceeded with liberalisation more rapidly than is provided for in European Union directives. That is particularly the case in relation to gas and electricity. The Minister of State, Deputy Stagg, and I have a Bill at an advanced stage of preparation which will introduce a further element of competition in bus transport. It will be adapted to the needs of our market and will go a great deal further in terms of liberalisation than required by European Union directives.
Deputy Stagg will not let the Minister do that.
We are working together productively on this.
He is winning.
There is already a degree of competition in the bus sector that is not contemplated by EU directives and might not be for a long time. Deputy O'Malley expressed disappointment at the slow pace of liberalisation not only here but in the European Union, and I share his view. I hope the Deputy will have at least one more term in Opposition preparing the unholy alliance with Fianna Fáil to prepare members of that party for the benefits of competition——
Dream on.
——and to accept that such benefits exist, when the evidence is visible every day.
Speaking of unholy alliances, is it not the case that the Minister favours competition in bus transport but his Minister of State, who had the brief to draft road transport legislation, is opposed to it and has stopped the Minister in his tracks? Is that not the unholy alliance?
The Deputy had it for five years and did nothing with it.
The Minister of State is moderate in his comment. Successive Fianna Fáil Ministers in the Department I currently run——
Tell us about the unholy alliance, the left of centre Government.
——have spoken unendingly about a new bus transport Bill without ever doing much about it. A good Bill is at an advanced stage of preparation.
For the autumn.
The Minister of State and I deeply regret the fact that a forthcoming hiatus in parliamentary activity will prevent us from rushing ahead with the provisions of the Bill. However, we look forward to completing the job——
Has the Minister heard of democracy?
——before the end of the year.
It is not a hiatus; it is a general election.
A hiatus is an interruption or a gap.
Exactly, but in this case it is called an election.
There is nothing undemocratic about it.
An election is much more important than an interruption.
If Deputy O'Rourke would only listen——
I am not fond of listening to the Minister.
——she would have heard me refer to a hiatus in parliamentary activity. I relish an election.
Not half as much as I.
The Minister will be back on the buses.
The Deputy will have an opportunity to talk in here usual sweet terms with people like the current commissioner and advise them——
There are too many interruptions.
I have no doubt the Deputy will enjoy it.
That concludes questions for today.
Written Answers follow Adjournment Debate.
