EU Commissioner for Transport Jozef Síkela has defended the bloc's rail safety framework in a written reply to parliamentary questions from MEPs Kostas Papadakis and Lefteris Nikolaou-Alavanos, who raised grave concerns over the state of Greek and broader European railways following a series of deadly accidents in Spain. Síkela's response, issued through Deputy Commissioner Apostolos Tzitzikostas, points to a documented reduction in major railway accidents—from about five a year in the late 1990s to roughly one yearly since 2020—and improved safety outcomes since the adoption of the 4th railway package and the Rail Safety Directive 2016/798. However, the reply stops short of acknowledging faults linked to liberalisation or privatisation policies, instead emphasizing that safety responsibility is shared among rail undertakings, infrastructure managers, and national safety authorities.
This response follows heightened scrutiny of EU rail safety after Spain's serious rail accident near Adamuz on 18 January 2026. On 14 April 2026, Commissioner Maroš Šefčovič addressed that incident, confirming that the Spanish national investigation body CIAF leads the probe under Directive (EU) 2016/798, and underscoring the Commission’s intent to uphold safety without overruling national jurisdictions. The Adamuz accident also prompted MEP Ana Miranda Paz (Verts/ALE) to press for clear action from the European Union Agency for Railways (ERA) and the Commission, reminding of Spain's troubled history following the 2014 Angrois disaster. Days earlier, on 8 April 2026, the European Parliament TRAN committee debated Swiss unilateral rail safety measures, with multiple political groups questioning the proportionality and legality of Switzerland's 2025 wheelset rule, which threatens a vital freight corridor.
Síkela's reply also references the Europe’s Rail Joint Undertaking as a driver of safety-focused innovation, stressing the long operational life of train carriages and infrastructure and the focus on maintenance. The policy orientation prioritises regulatory oversight combined with technological innovation and investment in rail infrastructure and rolling stock, reaffirming the stance that safety is a shared responsibility among rail undertakings, infrastructure managers, and national safety authorities. For railway companies and infrastructure managers, this affirms ongoing safety obligations; for regulators, it underscores their central role in certification and compliance monitoring. Passengers may find reassurance in the statistical drop in major incidents, though trade unions and safety advocates might view the response as insufficiently addressing systemic risks tied to operational staffing and maintenance. The absence of new numerical safety targets or deadlines suggests a continuation rather than an overhaul of current policy frameworks.
This institutional dialogue on rail safety comes amid broader transport policy developments. On 16 April 2026, Commissioner Tzitzikostas clarified that the Commission will not introduce a centralized EU-wide portal for rail delay compensation claims, maintaining the current system under EU Regulation 2021/782. On 15 April 2026, six leading European industry associations called for revision of the Combined Transport Directive, arguing that outdated definitions and fragmented national approaches hamper multimodal solutions. On 10 April 2026, CER urged the forthcoming long-term EU budget to invest in rail infrastructure and services, framing rail as essential to Europe’s energy independence and strategic autonomy. These developments form the backdrop for Síkela's defence of the EU rail safety framework, as the Commission continues to review safety performance and infrastructure conditions across member states.
← Atlas › News › Transport & Infrastructure