to revitalize the international goods transportation by rail in the Community, and to lead in a more integrated European railway network where the cross-border services would be facilitated. It was meant to be transposed in the Member States until 15 March 2003 and its particular goals were: the vertical separation of the basic functions of the railway industry, namely the infrastructure provision and the actual railway operations the establishment of an independent railway regulator in each Member State and the reduction of the governmental influence in the sector a reconsideration of the technical barriers between the different railway networks so that the international freight movements would be eased a gradual opening of the European rail freight network to all operators that have been licensed according to the Community's regulations. Within seven years (as of March 2008) from the adoption of the Council Directive, the aforementioned operators should have access to the whole international European railway freight network However, despite the efforts put by the Union, it appeared that this gradual opening that would allow operators from all member states to use the ‘integrated European’ network was not as easy as was initially believed. At the moment there are countries that still lag behind and fail to follow the Union's directives regarding the international freight. (Holvad, 2006) Finally, an additional measure came to complete the 1st package in March 2001. The 2nd railway package was proposed by the union on the 30st of April 2004, and contained legislative proposals that, among others, pointed on: Proposing a common strategy to guarantee a greater degree of rail safety and establishing a European Railway Agency in charge of these issues Enhancing the interoperability principles proposed with previous directives (safety and interoperability)
to revitalize the international goods transportation by rail in the Community, and to lead in a more integrated European railway network where the cross-border services would be facilitated. It was meant to be transposed in the Member States until 15 March 2003 and its particular goals were: the vertical separation of the basic functions of the railway industry, namely the infrastructure provision and the actual railway operations the establishment of an independent railway regulator in each Member State and the reduction of the governmental influence in the sector a reconsideration of the technical barriers between the different railway networks so that the international freight movements would be eased a gradual opening of the European rail freight network to all operators that have been licensed according to the Community's regulations. Within seven years (as of March 2008) from the adoption of the Council Directive, the aforementioned operators should have access to the whole international European railway freight network However, despite the efforts put by the Union, it appeared that this gradual opening that would allow operators from all member states to use the ‘integrated European’ network was not as easy as was initially believed. At the moment there are countries that still lag behind and fail to follow the Union's directives regarding the international freight. (Holvad, 2006) Finally, an additional measure came to complete the 1st package in March 2001. The 2nd railway package was proposed by the union on the 30st of April 2004, and contained legislative proposals that, among others, pointed on: Proposing a common strategy to guarantee a greater degree of rail safety and establishing a European Railway Agency in charge of these issues Enhancing the interoperability principles proposed with previous directives (safety and interoperability)