What changed between the draft committee report and the plenary report

Added:Recital 40: (40) A more sustainable, resilient and reliable rail freight network across Europe should be established to contribute to the competitiveness of multimodal and of combined transport. The infrastructure for combined railway transport and of terminals should be upgraded to ensure that intermodal transport is primarily done by rail, inland waterways or short-sea shipping and that any initial and/or final legs carried out by road are as short as possible.

Removed:Recital 59: (59) A sufficient number of fast recharging and refuelling points for light and heavy-duty vehicles accessible to the public should be deployed across the trans-European transport network. This aim should ensure full cross-border connectivity. Distance-based targets for the trans-European transport network as defined in Regulation (EU) […] [on the deployment of alternative fuels infrastructure] are to ensure a minimum of sufficient coverage of electric recharging points along the Union’s main road networks.

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Removed:Recital 60: (60) Publicly accessible recharging and refuelling infrastructure along the trans-European transport network as defined in Regulation (EU) […] [on the deployment of alternative fuels infrastructure] should be complemented with requirements on the deployment of the corresponding infrastructure in multimodal terminals and for multimodal passenger hubs, to provide charging and refuelling opportunities for long haul trucks when they are being loaded or unloaded or when the driver is taking a rest or for busses in multimodal passenger hubs. In order to ensure free circulation, where the terminals or passenger hubs receive Union or public support, the access for purposes of charging and refuelling, should be on a fair, transparent and non-discriminatory basis, so as to avoid market lock in for specific enterprises or possible distortions of competition. Pricing should be made on transparent and non-discriminatory basis for all authorised undertakings or persons, where the infrastructure is build using Union or public funding.

Added:Recital 41: (41) Given the fact that the deployment of the European Rail Traffic Management System (ERTMS), both onboard and trackside equipment, in Europe is in need of acceleration, whilst recognising that several Member States have already adopted plans to deploy ERTMS on their entire national rail networks by 2040, there is a need to take account of slow progress to date and set a more ambitious ERTMS deployment deadline for the comprehensive network.

Removed:Recital 61 a (new): (61a) Member States should carry out a climate and environmental vulnerability test and risk assessment of their existing critical infrastructure of transport and provide for all the necessary measures in order to ensure the long-term functioning and increase the resilience of the European transport networks.

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Removed:Recital 62: (62) Taking stock of the experience with regard to the crisis management during the Covid-19 pandemic25 and in order to avoid traffic disruptions and contingencies in future, Member States should take into account the security and resilience of the transport infrastructure to climate change, natural hazards, human-made disasters, geopolitical changes and other disruptions affecting the functioning of the Union transport system, when planning infrastructure. To that aim, the European Transport Corridors should also include important diversionary lines which can be used in case of congestion or other problems on the principal routes. In addition, due to their multimodal nature, one mode can substitute the other in case of emergencies.

Added:Recital 42: (42) ERTMS should be deployed in a continuous manner, and should be synchronised between onboard and trackside equipment, not only on the core network, extended core network and comprehensive network, including in the urban nodes, but also on access routes to multimodal terminals. Synchronised means a coordinated approach in time and place between infrastructure rollout and the rollout of onboard units of trains. This will enable operations with ERTMS only and boost the business case of railway undertakings. Under no circumstance should it be possible for a new railway project that is not planning ERTMS deployment to be financed by Union funds.

Removed:Recital 62 a (new): (62a) Member States should establish, in cooperation with the Commission and the European Coordinators, “Green Lanes” to ensure the efficiency and functioning of transport infrastructures for the traffic flow of essential goods and people in case of emergency.

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Removed:Recital 63: (63) Transport infrastructure is the backbone of the economy and society as a whole, some are critical to ensure the good--functioning of vital societal functions, and therefore are a pillar of the strategic autonomy in the Union. In this context, the participation of undertakings, including those, which are owned or controlled by a natural person of a third country or an undertaking of a third country, including those, which are established in a third country, can accelerate the realisation of the trans-European transport network. However, under specific circumstances, the participation of or contribution by undertakings owned or controlled by a natural person of a third country or an undertaking of a third country to projects of common interest might compromise security, public order or strategic autonomy in the EU. Without prejudice and in addition to the cooperation mechanism pursuant to Regulation (EU) 2019/45226 , greater awareness of such participation or contribution is necessary to allow intervention of public authorities if it appears that they are likely to affect security or public order in the Union and the participation or contribution does not fall under the scope of Regulation (EU) 2019/452.

Added:Recital 43: (43) As deployment of ERTMS further contributes to the elimination of national rules affecting operation, Member States should ensure that ERTMS will be fully deployed from 2025 and the entire trans-European transport network equipped with ERTMS by 2050. Since Future Railway Mobile Communication System (FRMCS) technology is promising in terms of quality of service and cost of deployment, development initiatives should be carried out to enable its use in the future. Space technologies could also be used for a faster and less costly deployment.

Removed:Recital 64: (64) While maintenance is and will remain the main responsibility of the Member States, it is important that the trans-European transport network – once built – is properly maintained to ensure a high quality of services. A life cycle approach should be followed when planning and procuring infrastructure projects, and should be taken into account in order to receive funding from the CEF.

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Removed:Recital 66: (66) European Transport Corridors should help to develop the infrastructure of the trans-European transport network in such a way as to address bottlenecks, administrative burden, enhance cross-border connections and improve efficiency and sustainability. They should contribute to cohesion through improved territorial cooperation. They should also address wider transport policy objectives and facilitate interoperability, modal integration and multimodal operations. The corridor approach should be transparent and clear and the management of such corridors should not create additional administrative burdens or costs.

Added:Recital 44: (44) ERTMS deployment should be coupled with a regulatory deadline for decommissioning of class B systems trackside, thus making ERTMS the only signalling system used in Member States. Decommissioning of class B systems trackside will bring about significant maintenance savings for infrastructure managers, as deploying ERTMS and keeping additional trackside systems for a prolonged period is very costly and complicated. Class B systems should be removed in a coordinated way with a sufficient transitional period, by 2040, allowing the railway undertakings to anticipate the change and adopt the most suitable migration strategy. ERTMS, being a system, requires a synchronised deployment both trackside and on-board and full system benefits including safety benefits, only occur when both trains and trackside are equipped. The European Climate, Infrastructure and Environment Executive Agency (CINEA), in close cooperation with the horizontal priority coordinator and taking into account the advice of European Union Agency for Railways (ERA), is well placed to contribute to a consistent, synchronised and widespread implementation of ERTMS.

Removed:Recital 69 a (new): (69a) In order to avoid Member States´ assets becoming stranded assets, due to significant delays on TEN-T projects in neighbouring countries, the Commission should closely monitor the planning, the start and the completion of work of the projects on the networks, as set in the implementing acts. The Commission should submit annual reports to the European Parliament and national Parliaments. In the event of significant delays, that is delays of more than 2 years, the Commission should immediately launch infringement procedures.

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Removed:Recital 70 a (new): (70a) Military mobility aims to harmonise rules across the Member States and to explore the potential of a civilian-military (“dual use”) approach to infrastructure development in order to reinforce the Union’s defence and resilience.

Added:Recital 44 a (new): (44 a) The useful life of rail equipment, including ERTMS, is around thirty years on average, which entails a long amortisation period for investments that, although constituting a brake on the renewal of equipment, is a major economic criterion for the balance of transactions carried out. The frequent evolution of the technical specifications of interoperability limits the lifespan of the equipment in an unpredictable way for the actors of the rail and can consequently constitute a deterrent to investment. It is therefore necessary to tend towards a situation of normative stability and allow, when possible, retrocompatibility of the different system versions.

Removed:Recital 71 a (new): (71 a) Russia’s war of aggression against Ukraine has confirmed the urgent need to strengthen the Union’s ability to move military forces at the necessary scale and speed and to step up efforts to substantially enhance military mobility. As highlighted by the EU Strategic Compass for Security and Defence of 21 March 2022 - For a European Union that protects its citizens, values and interests and contributes to international peace and security – the Union needs to strengthen dual-use transport infrastructure across the trans-European transport network in order to promote rapid and seamless movement of military personnel, materiel and equipment for operational deployments and exercises. There is a dedicated budget for dual-use transport infrastructure projects under the CEF for the period 2021-2027. However, the current geopolitical situation in Europe calls for enhancing military mobility; this requires further actions to enable the swift, efficient and unimpeded movement of large scale forces, including military personnel and their equipment while substantially decreasing red tape through simplified and uniform administrative procedures, especially for customs requirements. Moreover, the limited budget allocation for Military Mobility, representing a budget of EUR 1,69 billion, as adopted in 2020, should be substantially and rapidly increased in order to adapt the TEN-T network to the new geopolitical landscape and improve dual civil and defence use across the Union.

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Removed:Recital 72: (72) In order to maximise consistency between the guidelines and the programming of the relevant financial instruments available at Union level, trans-European transport network funding should comply with this Regulation and be based, in particular, on Regulation (EU) No 2021/1153 of the European Parliament and of the Council29 . In addition, network funding should also build on funding and financing instruments provided under other Union law, including InvestEU, the Recovery and Resilience Facility, Cohesion Policy, Horizon Europe and other financing instruments established by the European Investment Bank. To enable the financing of projects of common interest, references to ‘multimodal logistics platforms’, ‘motorways of the sea’ and ‘telematic applications’ in Regulation (EU) 2021/1153 should be respectively construed as references to ‘multimodal freight terminals’, ‘European Maritime Space’ and ‘ICT systems for transport’ as defined in this Regulation. For the same purpose, references to ‘comprehensive network’ in Regulation (EU) 2021/1153 should be construed as including ‘extended core network’ as defined in this Regulation, unless a Member State has already completed its core network.

Added:Recital 44 b (new): (44 b) While the Smart and Sustainable Mobility Strategy sets ambitious targets in terms of high speed network, doubling high-speed rail traffic volume by 2030 and tripling it by 2050, this Regulation should also aim to improve rail high-speed connectivity between capitals and major cities of Europe, in particular by completing missing high-speed rail links in the core and extended core networks.

Removed:Article 2 – paragraph 1: 1. This Regulation applies to the trans-European transport network as shown on the maps set out in Annex I. The trans-European transport network comprises transport infrastructure, including infrastructure for the deployment of alternative fuels and ICT systems for transport according to Directive 2014/94/EU of the European Parliament and of the Council1a and Directive 2010/40/EU of the European Parliament and of the Council1b, respectively. / 1a Directive 2014/94/EU of the European Parliament and of the Council of 22 October 2014 on the deployment of alternative fuels infrastructure (OJ L 307, 28.10.2014, p. 1). / 1b Directive 2010/40/EU of the European Parliament and of the Council of 7 July 2010 on the framework for the deployment of Intelligent Transport Systems in the field of road transport and for interfaces with other modes of transport (OJ L 207, 6.8.2010, p. 1).

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Removed:Article 3 – paragraph 1 – point f: (f) 'urban node' means a functional urban area where elements of the transport infrastructure of the trans-European transport network, such as ports including passenger terminals, airports, railway stations, bus terminals, logistic platforms and facilities and freight terminals, located in or around the urban area, are connected with other elements of that infrastructure and with the infrastructure for regional and local traffic;

Added:Recital 44 c (new): (44 c) Complementary to high speed trains, night trains represent a sustainable way of cross-border travelling between European cities, making use of existing rail infrastructure. For its full potential to be fulfilled across the Union, it is necessary that capacity management duly incorporates the specific need for international travel slots and ensures an optimised coexistence between cargo trains and night trains.

Removed:Article 3 – paragraph 1 – point g: (g) ‘isolated network’ means the rail network of a Member State which is situated on an island. ;

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Removed:Article 3 – paragraph 1 – point k: (k) 'interoperability' means the ability, including all the regulatory, technical, administrative and operational conditions, of the infrastructure, including digital infrastructure in a transport mode or segment, to allow safe and uninterrupted traffic and information flows which achieve the required levels of performance for that infrastructure mode or segment;

Added:Recital 44 d (new): (44 d) The Union set itself several targets for shifting goods from road to rail. With the finalisation of the TEN-T core network in 2030, the Union is expected to finally have a high capacity infrastructure at its disposal, which would enable it to achieve the target as set out in the Smart and Sustainable Mobility Strategy. However, managing this high-capacity European infrastructure in the current system of 25 national infrastructure managers is challenging when it comes to cross-border operations. Since already now more than 50% of rail-freight operations are crossing at least one national border, the legacy system of managing the infrastructure became a considerable capacity bottleneck on its own. Solving this problem requires a European approach and therefore, the Commission should consider submitting a a proposal for a European system of rail traffic management which should be responsible for cross border train operations and which should have the authority to guarantee seamless cross-border operations on the trans-European transport network.

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Added:Recital 45: (45) Inland waterways in Europe are characterised by a heterogeneous hydro-morphology which hampers a coherent performance for all waterway stretches. Inland waterways, especially free flowing stretches, may be heavily impacted by climate and weather conditions. In order to ensure reliable international traffic, while respecting the hydro-morphology and applicable environmental legislation, TEN-T requirements should take into account the specific hydro-morphology of each waterway (for example free-flowing or regulated rivers) as well as the objectives of environmental and biodiversity policies. Such an approach should be considered at corridor or river basin level and, where needed, be tailored to a more granular level, in particular at waterway section level.

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Added:Recital 45 a (new): (45a) Good navigation status should be defined by the natural characteristics of free flowing river basins and no major new interventions nor dredging works, which could have a negative impact on biodiversity, should be encouraged in order to enable navigability.

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Added:Recital 45 b (new): (45 b) Good navigation status should be defined in close cooperation with the Member States concerned and, where applicable, the river navigation commissions.

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Added:Recital 45 c (new): (45 c) Greater efficiency of cross-border commercial transport operations on inland waterways should be encouraged, including the development of data exchanges in order to enable cooperation mechanisms between Member States, such as Inland Waterways Managers.

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Added:Recital 45 d (new): (45 d) Particular attention should be given while building new inland waterway infrastructure to avoid potential barriers to the connectivity of free-flowing rivers and biodiversity loss.

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Added:Recital 46: (46) Being the entry and exit points for the land infrastructure of the trans-European transport network, maritime ports play an important role as cross-border multimodal nodes which serve not only as transport hubs, but also as gateways for trade, industrial clusters and increasingly as energy hubs, for example with regard to the deployment of off-shore wind installations. Synergies between trans-European transport network and trans-European networks for energy should be increased. While ensuring an open and stable framework for investors is essential for the development of European maritime ports, particular attention should be paid to investments in these ports since they play a strategic role for the security and strategic autonomy of the Union.

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Added:Recital 48: (48) Road transport in the Union accounts for three-quarters of the total inland freight transport (based on tonne-kilometres performed) and for around 90% of the total inland passenger transport (based on the total number of passenger kilometres). Given the importance of road transport and the commitment to improve road safety in line with the milestone of the Sustainable and Smart Mobility Strategy, there is a need to enhance the road infrastructure from the safety point of view, as well as to adapt it to sustainability and digitalisation standards ensuring the highest safety standards. The improvement of operational safety throughout the life cycle of vulnerable infrastructure, in particular infrastructure facing vulnerabilities (i.e. tunnels, bridges) is of outmost importance to guarantee quality road infrastructure in the trans-European transport network.

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Added:Recital 48 a (new): (48 a) In order to guarantee access to adequate resting facilities for professional drivers, Members States should do their utmost to deploy a sufficient number of safe and secure parking areas for commercial vehicles along the whole trans-European transport network in the Union.

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Added:Recital 48 b (new): (48 b) In order to drastically reduce the cases of extremely long border waiting times for road freight transport, the Commission should consider submitting a proposal to significantly reduce border waiting times for road freight transport through the introduction of an Union-wide standard maximum time for processing and controls of heavy-duty vehicles at Union borders. The aim should be to reach an average of 1-minute for processing and controls of EU registered heavy-duty vehicles.

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Added:Recital 48 c (new): (48 c) The Commission and the responsible agencies should take all measures at their disposal in order to enable cross-border operations for all modes of transport on the TEN-T network without undue interruptions due to administrative, operational, safety, technical or interoperability reasons. In addition, Member States should engage in multilateral discussions, facilitated by the Coordinator of the respective corridor, in order to solve disputes related to cross-border operations for all modes of transport on the TEN-T network. The responsible Coordinator should inform yearly about any dispute to the European Parliament and the national Parliaments concerned.

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Added:Recital 48 d (new): (48 d) Further to a network-wide road safety assessment, Member States should classify all sections of the road network covered by the Directive 2008/96/EC of the European Parliament and of the Council1a in no fewer than three categories. An exemption from the transport infrastructure requirements should only be granted if the road has been classified within the categories that ensure a high level of safety. / 1a Directive 2008/96/EC of the European Parliament and of the Council of 19 November 2008 on road infrastructure safety management (OJ L 319, 29.11.2008, p. 59).

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Added:Recital 49: (49) The trans-European transport network should ensure efficient multimodality in order to allow better and more sustainable modal choices to be made for passengers and freight and in order to enable large volumes to be consolidated for transfers over long distances, in particular by rail. Multimodal terminals should play a key role to meet this objective. Insufficient punctuality has been a major obstacle to making multimodality an attractive option for the transport of freight and passengers. Efficient management of traffic flows as well as the increase in capacity of the infrastructure will enable rail to play its full part in improving the functioning of the intermodal transport chain.

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Added:Recital 49 a (new): (49a) Passenger traffic and numbers of passengers on TEN-T corridors will need to increase. Passengers should have a seamless user experience when searching, selecting and buying their transport services, including through multimodal ticketing.

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