14 Amendments of Caroline NAGTEGAAL related to 2019/2191(INI)
Amendment 3 #
Motion for a resolution
Recital A a (new)
Recital A a (new)
A a. whereas four Memoranda of Understanding (MoU) on the cooperation for the deployment of the ERTMS were signed by European Commission and the European rail manufacturers, infrastructure managers and railway undertakings, the last one being in September 2016;
Amendment 4 #
Motion for a resolution
Recital B
Recital B
B. whereas important legislative steps have been taken, including the adoption in June 2016 of the Fourth Railway Package, which regulates rail governance issues and reinforces the role of the European Railway Agency (the Agency) as system authority for ERTMS as well as the revision of the Technical Specification for Interoperability for the on-board and trackside Control Command and Signalling (CCS TSI) subsystems adopted by Commission Regulation (EU) 2016/919, which gives legal status to the ETCS Baseline 3 Release 2 and GSM-R Baseline 1 specifications;
Amendment 26 #
Motion for a resolution
Paragraph 2
Paragraph 2
2. Points out that the European Green Deal calls for a major modal shift to rail and that the new Sustainable and Smart Mobility Strategy sets the milestones of doubling high-speed rail traffic by 2030 and rail freight traffic by 2050 which require a share increase in rail transport capacity that cannot be obtained without an acceleration of the roll-out of the ERTMS;
Amendment 29 #
Motion for a resolution
Paragraph 2 a (new)
Paragraph 2 a (new)
2 a. Recalls that the ERTMS was launched in the 1990s and its aim is to ensure safety of the railway traffic, to foster interoperability among national rail networks and cross-border rail transport, to reduce the purchasing and maintenance costs of the signalling systems as well as to increase the capacity of the infrastructure and the reliability of the rail transport system;
Amendment 35 #
Motion for a resolution
Paragraph 3
Paragraph 3
3. Stresses that the ERTMS has become a global standard for train control and communication, and has been deployed in almost 50 countries around the world providing for excellent opportunities to increase high value business and expertise within Europe and for export; calls for the establishment of a European Standardised Traffic Management system, and believes that a European standard must be swiftly developed before a global rail traffic management system standard is imposed on the EU;
Amendment 38 #
Motion for a resolution
Paragraph 4
Paragraph 4
4. Welcomes the Commission’s work to establish a Control Command and Signalling (CCS) architecture framework to ensure that rail fully embraces digitalisation that builds the ERTMS which should allow for easier and more affordable updates and upgrades thanks to further standardisation and modularisation, by introducing the “plug- and-play” principle and by working on harmonised data modelling;
Amendment 67 #
Motion for a resolution
Paragraph 9
Paragraph 9
9. Believes there is a need for a regulatory framework for the digitalisation of the rail system, and welcomes the contribution of Shift2Rail Joint Undertaking (S2R JU) for addressing the removal of remaining technical obstacles holding back the rail sector in terms of interoperability and through the transition to a more integrated, efficient and safe EU railway market, guaranteeing the proper interconnection of technical solutions; strongly supports its new successor initiative, the system pillar, which coordinates the evolution of the system, new technology developments, migration plans, industrialisation and deployment, especially for the ERTMS, with a view to contributing to more efficient collaboration and better use of scarce resources;
Amendment 87 #
Motion for a resolution
Paragraph 12
Paragraph 12
12. Points out that there are still currently roughly 30 different national signalling systems; highlights that the Class B systems are a bottleneck for ERTMS rollout and for cross-border operations of rail traffic in European network, require a more expensive and difficult safety authorisation for operators, and are a barrier to the competitiveness of the rail transport hampering the technical and operational compatibility of railways across the EU, and resulting in additional costs for the sector, including for maintenance;
Amendment 99 #
Motion for a resolution
Paragraph 14 a (new)
Paragraph 14 a (new)
14 a. Reminds that the incompatibilities between the different ERTMS trackside versions already deployed shall be eliminated and future compatibility for all ERTMS lines shall be ensured and in this sense calls for further cooperation between ERA and the infrastructure managers and national safety authorities;
Amendment 111 #
Motion for a resolution
Paragraph 17
Paragraph 17
17. Deplores the fact that in the five years till mid-2019 almost 80 % of new vehicles introduced in Europe were either subject to a derogation or were exempted from the requirement to fit the ERTMS believes that in view of the ERTMS deployment in the comprehensive network no derogations or exemptions from the requirement to fit ERTMS should be granted to new rolling stock introduced;
Amendment 114 #
Motion for a resolution
Paragraph 18
Paragraph 18
18. Stresses that the timeframe of authorisation processes for retrofit projects still differ because of diverging assessments by the National Security Agencies (NSAs) on the need to re- authorise certain modifications; calls on the Commission to ensure that the authorisation procedures following type authorisation processes are streamlined by means of fast-tracked control operations believes, moreover, that conformity processes should further strengthen the involvement at an early stage of the industrial suppliers and the NSAs concerned in order to promote the large- scale and ambitious deployment initiatives from the railway undertakings;
Amendment 116 #
Motion for a resolution
Paragraph 18 a (new)
Paragraph 18 a (new)
18 a. Recalls that in accordance with the recent business case study on the nine core network corridors, the dual on-board migration strategy for ERTMS deployment, which focuses on equipping the fleet with ERTMS at first, has a better economic outcome, compared to the dual track-side migration strategy; believes that the track-side migration strategy, which focuses on installing ERTMS on installed on top of legacy systems which are kept operational until the whole fleet is equipped, should also be accelerated, especially in light of the upcoming alignment of the Rail Freight Corridor Regulation with the revision of the TEN-T guidelines and, in this respect calls for further cooperation between ERA, the infrastructure managers and national safety authorities to achieve full compatibility of ERTMS trackside versions;
Amendment 120 #
Motion for a resolution
Paragraph 19 a (new)
Paragraph 19 a (new)
19 a. Underlines that without standardised interfaces with a “plug-and- play” approach – both trackside and on- board –, the rail system will not be able to introduce and grasp the benefits of the ERTMS game changers like automatic train operation (ATO), future radio mobile communication system (FRMCS), satellite positioning or Level 3;
Amendment 121 #
Motion for a resolution
Paragraph 19 b (new)
Paragraph 19 b (new)
19 b. Points out that GNSS signal availability relies on virtual balises, which would be less costly to deploy and to maintain; calls on the EU rail industry to develop technical solutions in order for GNSS to enable ERTMS on a large scale; calls moreover on the Commission to consider the introduction of EGNSS in the upcoming ERTMS TSI CCS revision in order to close the residual technological gaps and to embrace the innovation;