What changed between the draft committee report and the plenary report

DRAFT EUROPEAN PARLIAMENT LEGISLATIVE RESOLUTION

11 unchanged paragraphs

on the proposal for a Regulation of the European Parliament and of the Council Guidelines for the development of the trans-European transport network, amending Regulation (EU) 2021/1153 and Regulation (EU) No 913/2010 and repealing Regulation (EU) 1315/2013

(COM(2021)0812 and COM(2022)0384 – C90472/2021 – 2021/0420(COD))

(Ordinary legislative procedure: first reading)

The European Parliament,

– having regard to the Commission proposal to Parliament and the Council (COM(2021)0812) and the amended proposal (COM(2022)0384),

– having regard to Article 294(2) and Article 172 of the Treaty on the Functioning of the European Union, pursuant to which the Commission submitted the proposal to Parliament (C90472/2021),

– having regard to Article 294(3) of the Treaty on the Functioning of the European Union,

– having regard to the reasoned opinion submitted, within the framework of Protocol No 2 on the application of the principles of subsidiarity and proportionality, by the French Senate, asserting that the draft legislative act does not comply with the principle of subsidiarity,

– having regard to the opinion of the European Economic and Social Committee of 25 October 2021 ,

– having regard to the opinion of the Committee of the Regions of ... ,

– having regard to Rule 59 of its Rules of Procedure,

Changed:– having regard to the report of the Committee on Transport and Tourism (A90000/2022),(A9-0147/2023),

1. Adopts its position at first reading hereinafter set out;

2. Calls on the Commission to refer the matter to Parliament again if it replaces, substantially amends or intends to substantially amend its proposal;

3. Instructs its President to forward its position to the Council, the Commission and the national parliaments.

Change 1

Removed:Recital 3: (3) The Sustainable and Smart Mobility Strategy15 sets out milestones to show the European transport system’s path towards achieving the objectives of a sustainable, smart and resilient mobility. It envisages that rail freight traffic should increase its market share by 50% by 2030 and double by 2050; transport by inland waterways and short sea shipping should increase its market share by 25% by 2030 and by 50% by 2050; traffic on high-speed rail should double by 2030 and triple by 2050; at least 30 million zero-emission cars and 80,000 zero-emission trucks should be in operation on Union roads by 2030, and nearly all cars, vans and buses and new heavy-duty vehicles should be powered by alternative and renewable fuels by 2050; scheduled collective travel under 500 km should be carbon-neutral by 2030 within the Union; by 2030, there should be at least 100 climate-neutral cities in Europe.

Added:(Ex AM 1( Or. en) of FdR \\ipolbrusnvf01\TRAN\docep\AM\1274380EN.docx)

Removed:Recital 9: (9) In the implementation of projects of common interest, due consideration should be given to the particular circumstances of the individual project concerned. Where possible, synergies with other policies should be exploited, for instance with tourism aspects by including, within civil engineering structures such as bridges or tunnels, bicycle infrastructure for cycling paths, including the EuroVelo routes, where possible, or with security aspects by including new technologies such as sensors in bridges.

Added:Recital 3: (3) The Sustainable and Smart Mobility Strategy15 sets out milestones to show the European transport system’s path towards achieving the objectives of a sustainable, smart and resilient mobility. It envisages that rail freight traffic should increase its market share by 50% by 2030 and double by 2050; transport by inland waterways and short sea shipping should increase its market share by 25% by 2030 and by 50% by 2050; traffic on high-speed rail should double by 2030 and triple by 2050; at least 30 million zero-emission cars and 80,000 zero-emission trucks should be in operation on Union roads by 2030, and nearly all cars, vans and buses and new heavy-duty vehicles should be zero- and low-emission by 2050; scheduled collective travel under 500 km should be carbon-neutral by 2030 within the Union; by 2030, there should be at least 100 climate-neutral cities in Europe.

Removed:Recital 10: (10) In order to achieve a high-quality and efficient transport infrastructure across all modes, the development of the trans-European transport network should take into account the security and safety of passengers and freight movements, the contribution to climate change and the impact of climate change and of potential natural hazards and human-made disasters on infrastructure and accessibility for all transport users, especially in regions that are particularly affected by the negative impacts of climate change, as well as geopolitical changes likely to cause traffic disruptions.

Added:(Ex AM 2( Or. en) of FdR \\ipolbrusnvf01\TRAN\docep\AM\1274380EN.docx)

Removed:Recital 11: (11) When planning, procuring and implementing projects of common interest, Member States and other project promoters should give due consideration to Directive (EU) 2021/1187 of the European Parliament and the Council16 (the “Smart TEN-T Directive”), to avoid delays in implementing projects, in particular regarding cross-border projects and missing links, thereby ensuring the timely completion of the TEN-T network.

Added:Recital 4: (4) The realisation of the trans-European transport network creates the enabling conditions in terms of infrastructure basis allowing to make all transport modes more sustainable, affordable and inclusive in all regions of the Union, to make sustainable alternatives widely available in a multimodal transport system and to put in place the right incentives to drive the transition, notably by ensuring a fair transition, in line with the objectives presented in the Council Recommendation (EU) […] of […] on ensuring a fair transition towards climate neutrality.

Removed:Recital 12 a (new): (12a) During infrastructure planning, Member States and other project promoters should give due consideration to maintenance, for its needs and costs over the life-time of the infrastructure project. Given the importance of maintenance for the good-functioning of the transport networks, this requirement should be a precondition for receiving funding under the Connecting Europe Facility (CEF).

Added:(Ex AM 3( Or. en) of FdR \\ipolbrusnvf01\TRAN\docep\AM\1274380EN.docx)

Removed:Recital 13: (13) Given the evolution of the Union infrastructure needs and the decarbonisation goals, the Conclusions of the 2020 July European Council, according to which Union expenditure should be consistent with Paris Agreement objectives and the "do no significant harm" principle, within the meaning of Article 17 of the Taxonomy Regulation17 , projects of common interest should be assessed in order to ensure that TEN-T policy is coherent with transport, environmental and climate policy objectives of the Union. Member States and other project promoters should carry out environmental assessments of plans and projects which should include the “do no significant harm” assessment based on the latest available guidance and best practice. In cases that the implementation of a project of common interest entails a significant harm to an environmental or climate objective, reasonable alternatives should be considered. Those environmental evaluations should be carried out in strict compliance with the timeframe set in the Smart TEN-T Directive .

Added:Recital 5: (5) The planning, development and operation of the trans-European transport network should enable sustainable forms of transport, provide for improved multimodal and interoperable transport solutions and for an enhanced intermodal integration of the entire logistic chain, with rail as its backbone, thereby contributing to a smooth functioning of the internal market by creating the arteries that are necessary for smooth passenger and freight transport flows across the Union, and by establishing seamless transport connections with neighbouring countries. In addition, the network should aim at strengthening economic, social and territorial cohesion by ensuring accessibility and connectivity for all regions of the Union, including a better connectivity of the outermost regions and other remote, rural, insular, peripheral and mountainous regions as well as sparsely populated areas. The development of the trans-European transport network should also enable seamless, safe and sustainable mobility of goods and persons in all their diversity, and should contribute to further economic growth and competitiveness in a global perspective, by establishing interconnections and interoperability between national transport networks in a resource-efficient and sustainable way.

Removed:Recital 18 a (new): (18a) Transport infrastructure functions as a network, therefore the no-conformity or no-operability of a small segment can hamper the efficiency and competitiveness of the system as a whole and prevent grasping the full network benefits. Therefore, Member States should identify those strategic segments, particularly for cross-border projects and missing links and consider their urgent achievement to be the highest priority.

Added:(Ex AM 4( Or. en) of FdR \\ipolbrusnvf01\TRAN\docep\AM\1274380EN.docx)

Removed:Recital 21: (21) The comprehensive network should be sufficiently equipped with alternative fuels infrastructure in order to ensure that it effectively supports the transition to sustainable mobility, in line with the milestones set in the Sustainable and Smart Mobility Strategy.

Added:Recital 5 a (new): (5a) The trans-European transport network should aim for the intermodal integration of the entire logistic chain, interconnecting efficiently in the transport of freight and particularly with urban nodes. It should facilitate a shift to sustainable logistic chains, including decarbonisation of last-mile transport, in compliance with the Union transport-related environmental and climate goals.

Removed:Recital 24 a (new): (24a) Given the current pace of realising the TEN-T network, the 2030 deadline for the completion of the core network seems compromised. Member States should therefore consider the realisation of the core network to be of the highest priority, and should strive to realise it before the completion of the extended and comprehensive networks. This priority should be reflected in the investing tools and funding instruments at Union level, in particular for the CEF, in view of its limited budget relative to the investment needs.

Added:(Ex AM 5( Or. en) of FdR \\ipolbrusnvf01\TRAN\docep\AM\1274380EN.docx)

Removed:Recital 26: (26) Exemptions from the infrastructure requirements applicable to the core, extended core and comprehensive network should be possible only in duly justified cases and subject to certain conditions. This should include cases where investment cannot be justified, or where there are specific geographic or significant physical constraints, for example in outermost regions and other remote, insular and mountainous regions or in sparsely populated areas, or for isolated or partially isolated networks.

Added:Recital 6: (6) Growth in traffic has resulted in increased congestion in international transport. In order to ensure the international mobility of passengers and goods, the resilience and capacity of the trans-European transport network and the use of that capacity should be optimised and, where necessary, expanded by removing infrastructure bottlenecks and bridging missing infrastructure links within and between Member States and, as appropriate, neighbouring countries, and taking into account the ongoing negotiations with candidate and potential candidate countries.

Added:(Ex AM 6( Or. en) of FdR \\ipolbrusnvf01\TRAN\docep\AM\1274380EN.docx)

Added:Recital 7: (7) The trans-European transport network consists to a large extent of existing infrastructure. In order to fully achieve the objectives of the new trans-European transport network policy, uniform requirements regarding the infrastructure and its maintenance should be established.

Added:(Ex AM 7( Or. en) of FdR \\ipolbrusnvf01\TRAN\docep\AM\1274380EN.docx)

Added:Recital 8: (8) The trans-European transport network should be developed and sustained through the creation of new smart and sustainable transport infrastructure, through the maintenance and upgrading of existing infrastructure and through measures promoting its resource-efficient use and resilience.

Added:(Ex AM 8( Or. en) of FdR \\ipolbrusnvf01\TRAN\docep\AM\1274380EN.docx)

Added:Recital 10: (10) In order to achieve a high-quality and efficient and resilient transport infrastructure across all modes, the development of the trans-European transport network should take into account the security and safety of passengers and freight movements, the contribution to climate change and the impact of climate change and of potential natural hazards and human-made disasters on infrastructure and accessibility for all transport users, especially in regions that are particularly affected by the negative impacts of climate change. Particular consideration should be given to enhancing the resilience of critical infrastructure, especially concerning geopolitical developments likely to cause traffic and supply chain disruptions.

Added:(Ex AM 9( Or. en) of FdR \\ipolbrusnvf01\TRAN\docep\AM\1274380EN.docx)

Added:Recital 10 a (new): (10 a) The trans-European transport network should contribute to increased accessibility of transport across the Union for all users, especially for people with disabilities and reduced mobility, and should also combat mobility poverty.

Added:(Ex AM 10( Or. en) of FdR \\ipolbrusnvf01\TRAN\docep\AM\1274380EN.docx)

Added:Recital 10 b (new): (10 b) The European transport sector has persistent gender issues, when it comes to the analysis of transport, the use of transport, and transport workers conditions. The data collected related to the trans-European transport network, wherever relevant in urban nodes, should be disaggregated by gender in order to increase its accuracy in identifying mobility patterns and differing needs of all users and to better inform policy makers when planning infrastructure and services. Particular attention should be given to gender dimension to ensure equal access to services and infrastructure, such as the use of safe and secure parking spaces, as well as to mitigate gender discrimination, remove barriers to female employment and increase gender equality and diversity in the transport sector, contributing also to labour market efficiency.

Added:(Ex AM 11( Or. en) of FdR \\ipolbrusnvf01\TRAN\docep\AM\1274380EN.docx)

Added:Recital 11: (11) When planning, procuring and implementing projects of common interest, Member States and other project promoters should give due consideration to Directive (EU) 2021/1187 of the European Parliament and the Council16 (the “Smart TEN-T Directive”), to avoid delays in implementing projects, in particular regarding cross-border projects and missing links, thereby ensuring the timely completion of the trans-European transport network.

Added:(Ex AM 12( Or. en) of FdR \\ipolbrusnvf01\TRAN\docep\AM\1274380EN.docx)

Added:Recital 12 a (new): (12 a) During infrastructure planning, Member States and other project promoters should give due consideration to maintenance, for its needs and costs over the life-time of the infrastructure project. Given the importance of maintenance for the good-functioning of the transport networks, this requirement should be a precondition for receiving funding under the Connecting Europe Facility established by Regulation (EU) No 2021/1153 of the European Parliament and of the Council1a (CEF). / 1a Regulation (EU) No 2021/1153 of the European Parliament and of the Council of 7 July 2021 establishing the Connecting Europe Facility and repealing Regulations (EU) No 1316/2013 and (EU) No 283/2014 (OJ L 249, 14.7.2021, p. 38)

Added:(Ex AM 13( Or. en) of FdR \\ipolbrusnvf01\TRAN\docep\AM\1274380EN.docx)

Added:Recital 13: (13) Given the evolution of the Union infrastructure needs and the decarbonisation goals, the Conclusions of the 2020 July European Council, according to which Union expenditure should be consistent with Paris Agreement objectives and the "do no significant harm" principle, within the meaning of Article 17 of the Taxonomy Regulation17 , projects of common interest should be assessed in order to ensure that TEN-T policy is coherent with transport, environmental and climate policy objectives of the Union. Member States and other project promoters should carry out environmental assessments of plans and projects which should include the “do no significant harm” assessment based on the latest available guidance and best practice. In cases that the implementation of a project of common interest entails a significant harm to an environmental or climate objective, reasonable alternatives should be considered, with particular attention to alternative transport modes, and especially when the project contributes to ensure accessibility and connectivity for the outermost, remote, rural, island, peripheral and mountainous regions. Those environmental evaluations should be carried out in strict compliance with the timeframe set in the Smart TEN-T Directive.

Added:(Ex AM 14( Or. en) of FdR \\ipolbrusnvf01\TRAN\docep\AM\1274380EN.docx)

Added:Recital 14: (14) Infrastructure projects under the TEN-T Regulation should be resilient to the potential adverse impacts of climate change through a climate vulnerability and risk assessment, including through relevant adaptation measures. Projects for which an environmental impact assessment must be carried out should be subject to climate proofing and integrate the costs of greenhouse gas emissions and the positive effects of climate mitigation measures in the cost-benefit analysis on a life-cycle basis, including the impacts of the construction phase. The climate proofing should be undertaken based on the latest available best practice and guidance#. This contributes to the integration of climate change-related risks as well as climate change vulnerability and adaptation assessments into investment and planning decisions under the Union budget.

Added:(Ex oral am)

Added:Recital 17: (17) The definition of the trans-European transport network should be based on a common and transparent methodology and should represent the highest level of infrastructure planning within the Union. It should be multimodal, that is to say it should include all transport modes and their connections as well as relevant traffic and travel information management systems, and should also include local transport modes related to the morphology of the area, such as cableway or lake transport.

Added:(Ex AM 15( Or. en) of FdR \\ipolbrusnvf01\TRAN\docep\AM\1274380EN.docx)

Added:Recital 18 a (new): (18 a) Transport infrastructure functions as a network, therefore the non-conformity or non-operability of a small segment can hamper the efficiency and competitiveness of the system as a whole and prevent grasping the full network benefits. Therefore, Member States should identify those strategic segments, particularly for cross-border projects and missing links, and consider their urgent achievement to be the highest priority.

Added:(Ex AM 16( Or. en) of FdR \\ipolbrusnvf01\TRAN\docep\AM\1274380EN.docx)

Added:Recital 21: (21) The comprehensive network should be sufficiently equipped with alternative fuels infrastructure in order to ensure that it effectively supports the transition to zero- and low-emission mobility, in line with the milestones set in the Sustainable and Smart Mobility Strategy.