40 Amendments of Massimiliano SALINI related to 2021/0420(COD)
Amendment 283 #
Proposal for a regulation
Recital 22 a (new)
Recital 22 a (new)
(22a) In view of the ambition of the Sustainable and Smart Mobility Strategy to increase the rail freight market share and high-speed passengers rail traffic, the potential of high-speed rail connections should be fully exploited to improve strategic transport links between major economic centres across Member States, where rapid rail connections will particularly benefit businesses and citizens. The TEN-T should therefore promote the development of relevant rail connections as a high-speed rail line for a speed of 250km/h or above.
Amendment 344 #
Proposal for a regulation
Recital 39
Recital 39
(39) To achieve transformation of the transport sector into a truly multimodal system of sustainable and smart mobility services, the Union should build a high quality transport network with rail services meeting minimum line speed. Competitive passenger rail has a high potential for the decarbonisation of transport. There is the need to develop a coherent and interoperable European high speed rail network linking its capitals and major cities. Complementing existing high speed lines with passenger lines at a minimum line speed of 160 km/h should in return lead to network effects, a more coherent network and an increased number of passengers travelling by rail. The completion of a high-performance network will also facilitatencourage the development and introduction of new or differentand improved models of capacity allocation, for example interval- service timetables and short-term ad hoc allocation, enabled by the Timetable Redesign (TTR) initiative.
Amendment 360 #
Proposal for a regulation
Recital 42
Recital 42
(42) ERTMS should be deployed in a continuous and synchronised manner 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 roll out and the roll out of on-board units of trains. This will enable cross-border operations with ERTMS only and boost operational harmonisation and the business case of railway undertakings.
Amendment 370 #
Proposal for a regulation
Recital 42 a (new)
Recital 42 a (new)
(42a) ERTMS deployment , trackside and on board, should be fully publicly funded in order to incentivise ambitious ERTMS deployment strategies in the Member States and reach in a reasonable time the system benefits that ERTMS can bring.
Amendment 376 #
Proposal for a regulation
Recital 43 a (new)
Recital 43 a (new)
(43a) While the European Coordinator for ERTMS in close collaboration with national entities should facilitate and promote ERTMS governance ensuring the timely and harmonised deployment, including governing funding, National Implementation Plans (NIP) planning, resourcing, market uptake, migration and transition, European Climate, Infrastructure and Environment Executive Agency (CINEA) should ensure coherence and consistency in ERTMS deployment and funding taking into account the advice of the European Union Agency for Railways that remains the system authority for ERTMS development.
Amendment 379 #
Proposal for a regulation
Recital 44 a (new)
Recital 44 a (new)
(44a) Rail passenger services should become a more attractive option for longer-distance journeys and rail high speed services have proven in many European countries their attractiveness. While being easier to use and 15 times more energy efficient, high-speed rail services are superior in terms of duration, convenience and comfort of traveling, up to distances of 1200 km versus other modes of transport. The European distances are particularly suitable to this mode of transport and most EU Capitals, major cities and metropolitan areas could be interconnected thanks to high speed. However, the current European network is fragmented and mainly made up of “national high-speed islands” and there is an urgent need to develop a EU High- Speed Network with a larger number of connections between all EU Capitals, major cities and metropolitan areas. This is vital to reach the objective of the Sustainable and Smart Mobility Strategy which aims to double High Speed rail traffic by 2030 and triple by 2050. The advantages of high-speed rail versus other transport modes are as follows: 1. transport capacity : high-capacity transport capable of covering long distances, 2. energy consumption : extremely low energy consumption per passenger, 3. emissions : extremely low emission footprint in case of electric traction, 4. Permanent noise pollution : significantly better parameters than road and aviation transport, 5. infrastructure spatial requirements : significantly lower space demand (per transported volume) than road transport, 6. travel comfort : being able to provide a very high standard, 7. travel time : up to 1200 km, High Speed Rail can successfully compete with air transport, 8. Safety: high-speed rail is one of the safest modes to travel.
Amendment 428 #
Proposal for a regulation
Recital 49 a (new)
Recital 49 a (new)
(49a) The trans-European transport network should maintain the smooth flow of goods, ensuring that the free movement of heavy goods vehicles is not hampered by bottlenecks or bans of any kind.
Amendment 588 #
Proposal for a regulation
Article 3 – paragraph 1 – point w
Article 3 – paragraph 1 – point w
(w) 'European Rail Traffic Management System' (ERTMS) means the system defined in the Annex, point 2.2, to the Commission Regulation (EU) 2016/91938 ; In addition, whenever ERTMS is mentioned in the context of implementation deadlines, then ERTMS refers to the two existing ERTMS parts ETCS and GSM-R/GPRS/FRMCS. __________________ 38 Commission Regulation (EU) 2016/919 of 27 May 2016 on the technical specification for interoperability relating to the ‘control-command and signalling’ subsystems of the rail system in the European Union (OJ L 158, 15.6.2016, p. 1).
Amendment 594 #
Proposal for a regulation
Article 3 – paragraph 1 – point x
Article 3 – paragraph 1 – point x
(x) 'radio-based ERTMS’ means ERTMS of level 2 or level 3 that uses radio to pass movement authe radio based train control system ETCS application level 2 or level 3 that can be used with/without a class B system and with orities to the without lineside signals and uses radio (GSM-R/GPRS/FRMCS) to pass all safety and non-safety related data exchange between track and train pursuant to Commission Regulation (EU) 2016/91939 ; __________________ 39 Commission Regulation (EU) 2016/919 of 27 May 2016 on the technical specification for interoperability relating to the ‘control-command and signalling’ subsystems of the rail system in the European Union (OJ L 158, 15.62016, p.1).
Amendment 825 #
Proposal for a regulation
Article 13 a (new)
Article 13 a (new)
Article 13a High speed connections 1. By ... [date six months after the entry into force of this Regulation], the Commission shall complete a study on connecting all Union Capitals, chosen major cities and metropolitan areas with a railway high speed line network. The study shall be developed in cooperation with the Member States which will consult with stakeholders, and especially railway infrastructure managers. The study shall identify the financial instruments to finance the construction of the network. The conclusions of the study shall become the basis for the Member States to develop a European high speed network. 2. In light of this study and in close cooperation with the relevant stakeholders the Commission shall present a legislative proposal on connecting all Union capitals, chosen major cities and metropolitan areas with a railway high speed line network.
Amendment 932 #
Proposal for a regulation
Article 17 – paragraph 1 – point a
Article 17 – paragraph 1 – point a
(a) ERTMS is equipped trackside and on board of all trains on all TEN-T networks, while all means of useful cooperation between Member States, Infrastructure Managers and Transport Operators are adopted to ensure the deployment of a synchronised and harmonised ERTMS deployment;
Amendment 945 #
Proposal for a regulation
Article 17 – paragraph 1 – point b
Article 17 – paragraph 1 – point b
(b) class B systems are decommissioned unless technically required by the infrastructure managers in exceptional and justified cases while guaranteeing interoperability through ERTMS deployment in line with the timeline.
Amendment 960 #
Proposal for a regulation
Article 17 – paragraph 5
Article 17 – paragraph 5
5. Member States shall ensure that on the railway infrastructure of the core network, the extended core network and the comprehensive network, including connections referred to in Article 14(1), point (d), as of 31 December 2025, in case of construction of a new line or upgrade of the signalling train protection part of a CCS subsystem being in service, when the upgrading changes the functions or the performance of the subsystem, radio-based ERTMS is being deployed.
Amendment 971 #
Proposal for a regulation
Article 17 – paragraph 6
Article 17 – paragraph 6
6. At the request of a Member State, only in duly justified cases, exemptions may be granted by the Commission by means of implementing acts in respect of requirements referred to in paragraphs 1 to 5. Any request for exemption shall be based on a socio-economic cost-benefit analysis and an assessment of the impact on interoperability, on track capacity as well as the railway sector’s implementation capacity and the Railway Supply Industry Readiness Level. An exemption shall comply with the requirements of Directive (EU) 2016/797 of the European Parliament and of the Council59 , be coordinated and agreed with the neighbouring Member State(s) where applicable. The exemptions granted by the Commission shall take duly consider the deployment progress along the whole Network and shall not endanger the deployment with the deadlines set. The exemptions shall duly consider the necessary operational maintenance. The exemptions shall also reflect the availability of national and European fundings. __________________ 59 Directive (EU) 2016/797 of the European Parliament and of the Council of 11 May 2016 on the interoperability of the rail system within the European Union (OJ L 138, 26.5.2016, p. 44).
Amendment 978 #
Proposal for a regulation
Article 17 – paragraph 6 a (new)
Article 17 – paragraph 6 a (new)
6a. Member States shall ensure that the concerned actors are duly informed about ERTMS deployment at least 3 years before the ETCS trackside deployment and 5 years before the decommissioning of class B systems. A shorter period is allowed if this is agreed between the IMs and the concerned actors and duly notified to the Member State through the ERTMS National Implementation Plan aiming at ensuring the synchronised and harmonised trackside/on-board ERTMS national deployment
Amendment 989 #
Proposal for a regulation
Article 17 – paragraph 6 c (new)
Article 17 – paragraph 6 c (new)
6c. The European Commission shall ensure regulatory alignment of this Regulation and the Technical Specifications for Interoperability (TSI CCS and TSI INF) implying the alignment of provisions as well as the effective implementation.
Amendment 992 #
Proposal for a regulation
Article 17 – paragraph 6 b (new)
Article 17 – paragraph 6 b (new)
6b. ERTMS should be 100% publicly funded trackside and on board.
Amendment 994 #
Proposal for a regulation
Article 17 – paragraph 6 d (new)
Article 17 – paragraph 6 d (new)
6d. The European Commission shall adopt by 31.12.2023 a proposal for a regulation of the European Parliament and of the Council establishing a European ERTMS Deployment Agency to be the entity in charge of deploying ERTMS on the rail network as specified by art 17.1. The Agency, in cooperation with Member States and ERA, will be responsible of deployment activities for the evolution and future generations of the systems, and contribution to the definition of service evolutions.
Amendment 997 #
Proposal for a regulation
Article 18 – paragraph 1 – introductory part
Article 18 – paragraph 1 – introductory part
1. Member States shall ensure that, by 31 December 2030, the quality of services provided by infrastructure managers to railway undertakings,on the rail networks, the technical and operational requirements for infrastructure use and procedures related to border controls do not prevent the operational performance of rail freight services along the rail freight lines of the European Transport Corridors from meeting the following target values:
Amendment 1004 #
Proposal for a regulation
Article 18 – paragraph 1 – point a
Article 18 – paragraph 1 – point a
(a) for each internal Union cross- border section, the dwelling time of all freight trains crossing the border doesshall not exceed 1530 minutes on average. Dwelling time of a train on a cross-border section means the total additional transit time that can be attributed to the existence of the border crossing, irrespective of the underlying causes, such as police border controls and procedures or considerations of infrastructural, operational, technical and administrative nature, without taking into account the time that cannot be attributed to the border crossing, such as operational procedures carried out in facilities located in the proximity of the border crossing but not intrinsically related to it;
Amendment 1013 #
Proposal for a regulation
Article 18 – paragraph 2 a (new)
Article 18 – paragraph 2 a (new)
2a. The European Commission, in close cooperation with all the rail stakeholders, shall ensure that a digital capacity management system, which enables passenger and freight operators to book a cross-border train path, will be developed by 31.12.2025. Member States shall fully deploy the system on the European Transport Corridors core and extended core networks by 31.12.2027.
Amendment 1047 #
Proposal for a regulation
Article 19 – paragraph 1 – point g a (new)
Article 19 – paragraph 1 – point g a (new)
(ga) gradual introduction of innovative technologies including FRMCS infrastructure at least on the Core and Extended Core Networks.
Amendment 1064 #
Proposal for a regulation
Article 20 a (new)
Article 20 a (new)
Article 20a High Speed connections Improving strategic transport links by developing high-speed rail connections for a speed of 250km/h or above, connecting all EU capitals and major cities, as specified in the corresponding map in Annex 3[Annex 3 - part 1a (new)]
Amendment 1473 #
Proposal for a regulation
Article 51 – paragraph 5 – point e a (new)
Article 51 – paragraph 5 – point e a (new)
(ea) The ERTMS Coordinator shall conduct a feasibility study starting at the latest with entry into force of this regulation that in parallel to the roll out of ERTMS/ETCS transparently outlines the implementation paths to the deadlines set for 2030, 2040 and 2050. This study shall not only look into feasibility in terms of technology, but also in terms of resources and financial support/subsidies, and the Rail Supply Industry Readiness Level, in order to prevent a negative business case for affected actors, especially Railway Undertakings.
Amendment 1537 #
Proposal for a regulation
Article 52 – paragraph 6 a (new)
Article 52 – paragraph 6 a (new)
6a. To set up a future strong and centralised EU Level ERTMS governance including governing funding, National Implementation Plans (NIP) planning, resourcing, market uptake, migration and transition, the European Coordinator for ERTMS, including national IMs and RUs representatives, should facilitate and promote such governance ensuring the timely and harmonised deployment.
Amendment 1541 #
Proposal for a regulation
Article 52 – paragraph 6 b (new)
Article 52 – paragraph 6 b (new)
6 b. The European Climate, Infrastructure and Environment Executive Agency (CINEA) shall ensure coherence and consistency in ERTMS deployment and funding.
Amendment 1651 #
Proposal for a regulation
Annex 1 – part 12/23
Annex 1 – part 12/23
Amendment 1664 #
Proposal for a regulation
Annex 1 – part 13/23
Annex 1 – part 13/23
Include the following sections as high- speed (≥ 250 km/h) rail freight and rail passengers lines: - Verona (IT) – Innsbruck (AT) – Munich (DE) (core network)
Amendment 1710 #
Proposal for a regulation
Annex 1 – part 18/23
Annex 1 – part 18/23
Add the following to the core network: - Bussoleno - Avigliana ( ≥ 200 km/h) - Orbassano - Torino S.Paolo ( ≥ 200 km/h)
Amendment 1711 #
Proposal for a regulation
Annex 1 – part 18/23
Annex 1 – part 18/23
Add the following to the core network: - Bologna – Ancona ( ≥ 200 km/h)
Amendment 1712 #
Proposal for a regulation
Annex 1 – part 18/23
Annex 1 – part 18/23
Add the following to the extended core network: - Ancona – Foggia ( ≥ 200 km/h)
Amendment 1716 #
Proposal for a regulation
Annex 1 – part 19/23
Annex 1 – part 19/23
Add the following to the core network: - Bussoleno - Avigliana ( ≥ 200 km/h) - Orbassano - Torino S.Paolo ( ≥ 200 km/h)
Amendment 1717 #
Proposal for a regulation
Annex 1 – part 19/23
Annex 1 – part 19/23
Add the following to the core network: - Chiasso - Como San Giovanni
Amendment 1718 #
Proposal for a regulation
Annex 1 – part 19/23
Annex 1 – part 19/23
Add the following to the core network: - Bologna – Ancona ( ≥ 200 km/h)
Amendment 1719 #
Proposal for a regulation
Annex 1 – part 19/23
Annex 1 – part 19/23
Add the following to the extended core network: - Ancona – Foggia ( ≥ 200 km/h)
Amendment 1720 #
Proposal for a regulation
Annex 1 – part 19/23
Annex 1 – part 19/23
Add the following to the core network: - La Spezia - Genova - Genova - Ventimiglia
Amendment 1721 #
Proposal for a regulation
Annex 1 – part 19/23
Annex 1 – part 19/23
Include the following sections as high- speed (≥ 250 km/h) rail passengers lines: - Milano – Trevigilio (core network) - Treviglio – Verona (core network)
Amendment 1764 #
Proposal for a regulation
Annex 2 - table - section IT
Annex 2 - table - section IT
Node name: Modena Rail Road Terminals: Marzaglia Multimodal Terminal
Amendment 1765 #
Proposal for a regulation
Annex 2 - table - section IT
Annex 2 - table - section IT
Node name: Marzaglia Multimodal Terminal (Modena) Urban node: Core
Amendment 1787 #
Proposal for a regulation
Annex 3 - Part 1/14 – map 1a (new)
Annex 3 - Part 1/14 – map 1a (new)
High-speed rail network for a speed of 250km/h or above in the European Transport Corridors - rail passengers connections