Changes from plenary report to adopted text

RemovedRecital 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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RemovedRecital 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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RemovedRecital 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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RemovedRecital 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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RemovedRecital 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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RemovedRecital 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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RemovedRecital 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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RemovedRecital 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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RemovedRecital 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).

Removed(Ex AM 53( Or. en) of FdR \\ipolbrusnvf01\TRAN\docep\AM\1274380EN.docx)

RemovedRecital 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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RemovedRecital 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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RemovedRecital 50: (50) Urban nodes play an important role on the trans-European transport network as starting point or final destination ("last mile") for passengers and freight moving on the trans-European transport network and are points of transfer within or between different transport modes, and to local and regional transportation. It should be ensured that capacity bottlenecks and an insufficient network connectivity within urban nodes do no longer hamper multimodality along the trans-European transport network. Urban nodes should also encourage the increase of the modal share of sustainable transport modes, such as public transport or active modes.

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RemovedRecital 51: (51) As an effective single framework for tackling urban mobility challenges, urban nodes should develop a Sustainable Urban Mobility Plan (SUMP), which is a long-term, all-encompassing integrated freight and passenger mobility plan for the entire functional urban area. Coordination and harmonisation of SUMPs should be encouraged. It should include objectives, targets and indicators underpinning the current and future performance of the urban transport system, at minimum, on greenhouse gas emissions, congestion, accidents and injuries, modal share and accessibility to mobility services, including for vulnerable road users and for persons with disabilities or reduced mobility, as well as data on air and noise pollution in cities. The data collected should be disaggregated based on age, gender and disability, where possible, to ensure that the data is representative of all users and their differing needs and patterns of mobility, as well as properly considers the differing impact of transport and transport infrastructure on the population. / (deleted)

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RemovedRecital 52: (52) Member States should establish a national SUMP support programme aimed at promoting the uptake of SUMPs and improving coordination among regions, cities and towns. It should support regions and urban areas to develop high-quality SUMPs and reinforce monitoring and evaluation of the SUMP implementation through legislative measures, guidance, capacity building, assistance and possibly financial support. The Commission should be able to update the list of urban nodes in Annex II at the request of a Member State, with the previous agreement of the urban nodes alongside the European Transport Corridor concerned, with the aim of improving territorial balance and accelerating the transition to a more sustainable mobility.

Removed(Ex AM 57( Or. en) of FdR \\ipolbrusnvf01\TRAN\docep\AM\1274380EN.docx)

RemovedRecital 52 a (new): (52 a) Each Member State should put in place a national SUMP support programme and designate a national SUMP contact point with the aim of strengthening governance and increasing nation-wide ownership, planning and uptake of sustainable urban mobility policies, and improving coordination among regions, cities, and towns. The national contact point should develop national guidance for urban mobility planning based on the European SUMP Guidelines, provide technical assistance and expert support for the preparation and implementation of SUMPs, monitor progress, review and provide advice to improve the quality of SUMPs within their Member State. They should also promote the national network of cities, regions and towns to foster peer-learning and to disseminate good practices, implement training programmes and organise and coordinate communication campaigns related to SUMPS.

Removed(Ex AM 58( Or. en) of FdR \\ipolbrusnvf01\TRAN\docep\AM\1274380EN.docx)

RemovedRecital 52 b (new): (52 b) The promotion of active modes in urban nodes contributes to the Union's climate goals, improves public health, reduces congestion, offers last mile solution for passengers and provides economic benefits. Therefore , when planning new transport infrastructure, as well as maintenance and upgrading works in respect of the existing infrastructure, in urban nodes, account should be taken of active mode infrastructures, including walking and cycling infrastructures.

Removed(Ex AM 59( Or. en) of FdR \\ipolbrusnvf01\TRAN\docep\AM\1274380EN.docx)

RemovedRecital 54: (54) Multimodal digital mobility services help to enhance the integration of the different transport modes by combining several transport offers into one. Their further development should contribute to nudge behaviours towards the most sustainable modes, public transport and active modes such as walking and cycling, and unlock the full benefits of “Mobility as a Service” solutions. Moreover, urban infrastructure planning should be developed in accordance with Union standards on road safety. Standards for safety of cycling and walking infrastructure should be developed to increase the shift to more sustainable modes of transport.

Removed(Ex AM 60( Or. en) of FdR \\ipolbrusnvf01\TRAN\docep\AM\1274380EN.docx)

RemovedRecital 55 a (new): (55a) Since this Regulation aims to create state-of-the art infrastructure, the trans-European transport network should be equipped with the necessary ICT systems, which would enable the introduction of targeted risk-based checks, and contactless and paperless non-discriminatory inspections based on access to real-time digital data on drivers, operators, commercial vehicles and cargo. All such checks and inspections should be carried out in a fully non-discriminatory way.

Removed(Ex AM 61( Or. en) of FdR \\ipolbrusnvf01\TRAN\docep\AM\1274380EN.docx)

RemovedRecital 57: (57) Adequate planning of the trans-European transport network is required. This also entails the implementation of specific requirements throughout the network in terms of infrastructure, ICT systems, equipment and services, including the requirements for the alternative fuel infrastructure rollout as defined in Regulation (EU) […] of the European Parliament and of the Council [on the deployment of alternative fuels infrastructure]23. It is therefore necessary to ensure adequate and concerted deployment of such requirements across Europe for each transport mode and for their interconnection across the trans-European transport network and beyond, in order to obtain the benefits of the network effect and to make efficient sustainable long-range trans-European transport operations possible. In order to ensure the deployment of alternative fuels across the entire road network of the trans-European transport network in line with the targets set in Regulation (EU) […] [on the deployment of alternative fuels infrastructure], references to ‘core network’ in Regulation (EU) […] [on the deployment of alternative fuels infrastructure] should be construed as references to ‘core network’ as defined in this Regulation. References to ‘comprehensive network’ in Regulation (EU) […] [on the deployment of alternative fuels infrastructure] should be construed as references to ‘extended core network’ and ‘comprehensive network’ as defined in this Regulation.

Removed(Ex AM 62( Or. en) of FdR \\ipolbrusnvf01\TRAN\docep\AM\1274380EN.docx)

RemovedRecital 58: (58) The trans-European transport network should provide the basis for the large-scale deployment of new technologies and innovation, allowing for real-time data and information exchange, such as 5G infrastructure, which can help enhance the overall efficiency of the European transport sector and capacity to enable secure passenger flows using efficient means, make public or greener transport means more attractive for passengers, and reduce its carbon footprint. This will contribute towards the objectives of the European Green Deal and at the same time contribute to the objective of increasing energy security for the Union. In order to achieve those objectives, the availability of alternative fuels and related infrastructure should be improved throughout the trans-European transport network.

Removed(Ex AM 63( Or. en) of FdR \\ipolbrusnvf01\TRAN\docep\AM\1274380EN.docx)

RemovedRecital 59: (59) A sufficient number of fast recharging and hydrogen 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 and hydrogen refuelling points along the Union’s main road networks.

Removed(Ex AM 64( Or. en) of FdR \\ipolbrusnvf01\TRAN\docep\AM\1274380EN.docx)

RemovedRecital 60: (60) Publicly accessible recharging and hydrogen 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 hydrogen 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 hydrogen refuelling, should be on a fair, affordable, 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.

Removed(Ex AM 65( Or. en) of FdR \\ipolbrusnvf01\TRAN\docep\AM\1274380EN.docx)

RemovedRecital 61 a (new): (61 a) 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 trans European transport networks.

Removed(Ex AM 66( Or. en) of FdR \\ipolbrusnvf01\TRAN\docep\AM\1274380EN.docx)

RemovedRecital 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, existing bottlenecks should be removed and 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.

Removed(Ex AM 67( Or. en) of FdR \\ipolbrusnvf01\TRAN\docep\AM\1274380EN.docx)

RemovedRecital 62 a (new): (62 a) 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 of people in case of emergency.

Removed(Ex AM 68( Or. en) of FdR \\ipolbrusnvf01\TRAN\docep\AM\1274380EN.docx)

RemovedRecital 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. Investments, interests and presence of third country-owned companies in European strategic - and sometimes even military - infrastructure, such as ports, airports and container terminals, are increasing. Such increasing foreign presence in European strategic infrastructure risks undermining the resilience of our Union. Therefore, especially in view of the new security situation on our continent, it is crucial that the Union adopts with priority, a stringent strategic approach towards the development and revision of the trans-European transport network and prevents any third country presence that is likely to affect security or public order in the Union. Without p…

Removed(Ex AM 69( Or. en) of FdR \\ipolbrusnvf01\TRAN\docep\AM\1274380EN.docx)

RemovedRecital 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. Maintenance works should be conducted in compliance with Commission Delegated Decision (EU) 2017/2075.

Removed(Ex AM 70( Or. en) of FdR \\ipolbrusnvf01\TRAN\docep\AM\1274380EN.docx)

RemovedRecital 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, in particular for rail, and improve efficiency and sustainability. They should contribute to cohesion through improved territorial cooperation, including with neighbouring countries. 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. The European Transport Coordinators should also encourage the establishment of integrated management structures, including joint ventures, aimed at accelerating the implementation of cross-border infrastructure projects.

Removed(Ex AM 71( Or. en) of FdR \\ipolbrusnvf01\TRAN\docep\AM\1274380EN.docx)

RemovedRecital 67: (67) In agreement with the Member State concerned, and after consulting the neighbouring countries concerned, European Coordinators should facilitate the coordinated implementation of the European Transport Corridors and of the two horizontal priorities, ERTMS and European Maritime Space. They should facilitate measures to design the right governance structure and to identify the priority investments along the European Transport Corridors and of the two horizontal priorities.

Removed(Ex AM 72( Or. en) of FdR \\ipolbrusnvf01\TRAN\docep\AM\1274380EN.docx)

RemovedRecital 69: (69) The work plans of the European Coordinators should be used to promote cooperation between all relevant stakeholders, including where appropriate relevant stakeholders from neighbouring countries. They should strengthen complementarity with actions by public authorities and infrastructure managers and in particular set the milestones and priorities for investments. Based on the work plans, the Commission should adopt implementing acts setting out the priorities for infrastructure planning and for funding in the Member States. Funding from the Union cannot be granted if priorities laid down at European level are not respected.

Removed(Ex AM 73( Or. en) of FdR \\ipolbrusnvf01\TRAN\docep\AM\1274380EN.docx)