Text · Amendment list
Connecting Europe through high-speed rail
Document TRAN-AM-790790 · 2026/2003(INI)
- Kind
- Amendment list TRAN-AM-790790
- Date
- 1 July 2026
- Committee
- Committee on Transport and Tourism
- Dossier
- 2026-2003
More facts (2)
- Formats
- Official page PDF Word
- Reference
- 2026/2003(INI)
Text
The text as parsed from the official Word file. Every paragraph has a link (¶) and can be saved to a project as a passage.
Jump to an amendment (267)
- Amendment 1
- Amendment 2
- Amendment 3
- Amendment 4
- Amendment 5
- Amendment 6
- Amendment 7
- Amendment 8
- Amendment 9
- Amendment 10
- Amendment 11
- Amendment 12
- Amendment 13
- Amendment 14
- Amendment 15
- Amendment 16
- Amendment 17
- Amendment 18
- Amendment 19
- Amendment 20
- Amendment 21
- Amendment 22
- Amendment 23
- Amendment 24
- Amendment 25
- Amendment 26
- Amendment 27
- Amendment 28
- Amendment 29
- Amendment 30
- Amendment 31
- Amendment 32
- Amendment 33
- Amendment 34
- Amendment 35
- Amendment 36
- Amendment 37
- Amendment 38
- Amendment 39
- Amendment 40
- Amendment 41
- Amendment 42
- Amendment 43
- Amendment 44
- Amendment 45
- Amendment 46
- Amendment 47
- Amendment 48
- Amendment 49
- Amendment 50
- Amendment 51
- Amendment 52
- Amendment 53
- Amendment 54
- Amendment 55
- Amendment 56
- Amendment 57
- Amendment 58
- Amendment 59
- Amendment 60
- Amendment 61
- Amendment 62
- Amendment 63
- Amendment 64
- Amendment 65
- Amendment 66
- Amendment 67
- Amendment 68
- Amendment 69
- Amendment 70
- Amendment 71
- Amendment 72
- Amendment 73
- Amendment 74
- Amendment 75
- Amendment 76
- Amendment 77
- Amendment 78
- Amendment 79
- Amendment 80
- Amendment 81
- Amendment 82
- Amendment 83
- Amendment 84
- Amendment 85
- Amendment 86
- Amendment 87
- Amendment 88
- Amendment 89
- Amendment 90
- Amendment 91
- Amendment 92
- Amendment 93
- Amendment 94
- Amendment 95
- Amendment 96
- Amendment 97
- Amendment 98
- Amendment 99
- Amendment 100
- Amendment 101
- Amendment 102
- Amendment 103
- Amendment 104
- Amendment 105
- Amendment 106
- Amendment 107
- Amendment 108
- Amendment 109
- Amendment 110
- Amendment 111
- Amendment 112
- Amendment 113
- Amendment 114
- Amendment 115
- Amendment 116
- Amendment 117
- Amendment 118
- Amendment 119
- Amendment 120
- Amendment 121
- Amendment 122
- Amendment 123
- Amendment 124
- Amendment 125
- Amendment 126
- Amendment 127
- Amendment 128
- Amendment 129
- Amendment 130
- Amendment 131
- Amendment 132
- Amendment 133
- Amendment 134
- Amendment 135
- Amendment 136
- Amendment 137
- Amendment 138
- Amendment 139
- Amendment 140
- Amendment 141
- Amendment 142
- Amendment 143
- Amendment 144
- Amendment 145
- Amendment 146
- Amendment 147
- Amendment 148
- Amendment 149
- Amendment 150
- Amendment 151
- Amendment 152
- Amendment 153
- Amendment 154
- Amendment 155
- Amendment 156
- Amendment 157
- Amendment 158
- Amendment 159
- Amendment 160
- Amendment 161
- Amendment 162
- Amendment 163
- Amendment 164
- Amendment 165
- Amendment 166
- Amendment 167
- Amendment 168
- Amendment 169
- Amendment 170
- Amendment 171
- Amendment 172
- Amendment 173
- Amendment 174
- Amendment 175
- Amendment 176
- Amendment 177
- Amendment 178
- Amendment 179
- Amendment 180
- Amendment 181
- Amendment 182
- Amendment 183
- Amendment 184
- Amendment 185
- Amendment 186
- Amendment 187
- Amendment 188
- Amendment 189
- Amendment 190
- Amendment 191
- Amendment 192
- Amendment 193
- Amendment 194
- Amendment 195
- Amendment 196
- Amendment 197
- Amendment 198
- Amendment 199
- Amendment 200
- Amendment 201
- Amendment 202
- Amendment 203
- Amendment 204
- Amendment 205
- Amendment 206
- Amendment 207
- Amendment 208
- Amendment 209
- Amendment 210
- Amendment 211
- Amendment 212
- Amendment 213
- Amendment 214
- Amendment 215
- Amendment 216
- Amendment 217
- Amendment 218
- Amendment 219
- Amendment 220
- Amendment 221
- Amendment 222
- Amendment 223
- Amendment 224
- Amendment 225
- Amendment 226
- Amendment 227
- Amendment 228
- Amendment 229
- Amendment 230
- Amendment 231
- Amendment 232
- Amendment 233
- Amendment 234
- Amendment 235
- Amendment 236
- Amendment 237
- Amendment 238
- Amendment 239
- Amendment 240
- Amendment 241
- Amendment 242
- Amendment 243
- Amendment 244
- Amendment 245
- Amendment 246
- Amendment 247
- Amendment 248
- Amendment 249
- Amendment 250
- Amendment 251
- Amendment 252
- Amendment 253
- Amendment 254
- Amendment 255
- Amendment 256
- Amendment 257
- Amendment 258
- Amendment 259
- Amendment 260
- Amendment 261
- Amendment 262
- Amendment 263
- Amendment 264
- Amendment 265
- Amendment 266
- Amendment 267
| Motion for a resolution | Amendment |
|---|---|
| – having regard to Regulation (EU) 2021/1119 of the European Parliament and of the Council of 30 June 2021 establishing the framework for achieving climate neutrality and amending Regulations (EC) No 401/2009 and (EU) 2018/1999 (‘European Climate Law’)1, | deleted |
| 1 OJ L 243, 9.7.2021, p. 1, ELI: http://data.europa.eu/eli/reg/2021/1119/oj. |
| Motion for a resolution | Amendment |
|---|---|
| – having regard to the Commission communication of 22 April 2026 entitled ‘AccelerateEU – Energy Union’ (COM(2026)0370), | deleted |
Ana Vasconcelos, Benoit Cassart, Valérie Devaux, Jan-Christoph Oetjen, Oihane Agirregoitia Martínez, Jeannette Baljeu
| Motion for a resolution | Amendment |
|---|---|
| – having regard to the Letta Report entitled “Much more than a market”, |
Sophia Kircher, Dariusz Joński, Markus Ferber, Elżbieta Katarzyna Łukacijewska, Flavio Tosi, Borja Giménez Larraz, Alexandra Mehnert, Martine Kemp, Gheorghe Falcă
| Motion for a resolution | Amendment |
|---|---|
| – having regard to the Letta Report entitled ‘Much more than a market’, |
Ana Vasconcelos, Benoit Cassart, Valérie Devaux, Jan-Christoph Oetjen, Oihane Agirregoitia Martínez, Jeannette Baljeu
| Motion for a resolution | Amendment |
|---|---|
| – having regard to the Draghi Report entitled “The Future of European Competitiveness – A Competitiveness Strategy for Europe”, |
Ana Vasconcelos, Benoit Cassart, Valérie Devaux, Jan-Christoph Oetjen, Oihane Agirregoitia Martínez, Jeannette Baljeu
| Motion for a resolution | Amendment |
|---|---|
| – having regard to the Regulation (EU) 2024/1679 of the European Parliament and of the Council of 13 June 2024 on Union guidelines for the development of the trans-European transport network, |
Sophia Kircher, Dariusz Joński, Markus Ferber, Elżbieta Katarzyna Łukacijewska, Flavio Tosi, Borja Giménez Larraz, Alexandra Mehnert, Martine Kemp, Gheorghe Falcă
| Motion for a resolution | Amendment |
|---|---|
| – having regard to the Regulation (EU) 2024/1679 of the European Parliament and of the Council of 13 June 2024 on Union guidelines for the development of the trans-European transport network, |
Sophia Kircher, Dariusz Joński, Markus Ferber, Elżbieta Katarzyna Łukacijewska, Flavio Tosi, Borja Giménez Larraz, Alexandra Mehnert, Martine Kemp, Gheorghe Falcă
| Motion for a resolution | Amendment |
|---|---|
| 9b having regard to the European Court of Auditors Special report of 19 January 2026 entitled ‘EU transport infrastructure - Further delays and some cost increases, but a reinforced governance framework is in place for the future’, |
Sophia Kircher, Dariusz Joński, Markus Ferber, Elżbieta Katarzyna Łukacijewska, Flavio Tosi, Borja Giménez Larraz, Alexandra Mehnert, Martine Kemp, Gheorghe Falcă
| Motion for a resolution | Amendment |
|---|---|
| 9c having regard to the Communication from the Commission Guidelines on State aid for land and multimodal transport C/2026/1645, |
Sophia Kircher, Dariusz Joński, Markus Ferber, Elżbieta Katarzyna Łukacijewska, Flavio Tosi, Borja Giménez Larraz, Alexandra Mehnert, Martine Kemp, Gheorghe Falcă
| Motion for a resolution | Amendment |
|---|---|
| 9d having regard to the Commission Implementing Regulation (EU) 2017/2177 of 22 November 2017 on access to service facilities and rail-related services, |
| Motion for a resolution | Amendment |
|---|---|
| A. whereas high-speed rail is among the most energy efficient and lowest-emission modes of transport for medium- and long-distance mass mobility, and a strategic asset for the EU’s objectives in terms of competitiveness, cohesion, climate neutrality and strategic autonomy; | A. whereas high-speed rail is among the most energy efficient and lowest-emission modes of transport for medium- and long-distance mass mobility, and a strategic asset for the EU’s objectives in terms of competitiveness, cohesion, climate neutrality and strategic autonomy; whereas its development should contribute to reducing territorial disparities and strengthening the connectivity of peripheral, less-developed and tourist regions; |
| Motion for a resolution | Amendment |
|---|---|
| A. whereas high-speed rail is among the most energy efficient and lowest-emission modes of transport for medium- and long-distance mass mobility, and a strategic asset for the EU’s objectives in terms of competitiveness, cohesion, climate neutrality and strategic autonomy; | A. whereas high-speed rail can be among the most energy efficient and lowest-emission modes of transport for medium- and long-distance mass mobility, subject to passenger demand, infrastructure and the electricity generation mix, and a strategic asset for the EU’s objectives in terms of competitiveness, cohesion, climate neutrality and strategic autonomy; |
| Motion for a resolution | Amendment |
|---|---|
| A. whereas high-speed rail is among the most energy efficient and lowest-emission modes of transport for medium- and long-distance mass mobility, and a strategic asset for the EU’s objectives in terms of competitiveness, cohesion, climate neutrality and strategic autonomy; | A. whereas high-speed rail is among the most energy-efficient and lowest-emission modes of transport for medium- and long-distance mobility and constitutes a strategic asset for strengthening the Union's competitiveness, territorial cohesion, connectivity and strategic autonomy, while contributing to sustainable transport objectives; |
Sophia Kircher, Markus Ferber, Flavio Tosi, Borja Giménez Larraz, Alexandra Mehnert, Gheorghe Falcă, Martine Kemp
| Motion for a resolution | Amendment |
|---|---|
| A. whereas high-speed rail is among the most energy efficient and lowest-emission modes of transport for medium- and long-distance mass mobility, and a strategic asset for the EU’s objectives in terms of competitiveness, cohesion, climate neutrality and strategic autonomy; | A. whereas high-speed rail is an element of the rail network which is among the most energy efficient and lowest-emission modes of transport for medium- and long-distance mass mobility, and a strategic asset for the EU’s objectives in terms of competitiveness, cohesion, modal-shift targets, climate neutrality and strategic autonomy; |
| Motion for a resolution | Amendment |
|---|---|
| A. whereas high-speed rail is among the most energy efficient and lowest-emission modes of transport for medium- and long-distance mass mobility, and a strategic asset for the EU’s objectives in terms of competitiveness, cohesion, climate neutrality and strategic autonomy; | A. whereas high-speed rail is among the most energy efficient and lowest-emission modes of transport for medium- and long-distance mass mobility and constitutes a strategic asset for the Union’s competitiveness, territorial cohesion, climate neutrality and strategic autonomy; |
| Motion for a resolution | Amendment |
|---|---|
| A. whereas high-speed rail is among the most energy efficient and lowest-emission modes of transport for medium- and long-distance mass mobility, and a strategic asset for the EU’s objectives in terms of competitiveness, cohesion, climate neutrality and strategic autonomy; | A. whereas high-speed rail is among the most energy efficient and effective modes of transport for medium- and long-distance mass mobility, and a strategic asset for the EU’s objectives in terms of competitiveness, cohesion and strategic autonomy; |
| Motion for a resolution | Amendment |
|---|---|
| A. whereas high-speed rail is among the most energy efficient and lowest-emission modes of transport for medium- and long-distance mass mobility, and a strategic asset for the EU’s objectives in terms of competitiveness, cohesion, climate neutrality and strategic autonomy; | A. whereas high-speed rail is among the most energy efficient and lowest-emission modes of transport for medium- and long-distance mass mobility, and a strategic asset for the EU’s objectives in terms of competitiveness, cohesion and strategic autonomy; |
| Motion for a resolution | Amendment |
|---|---|
| Aa. whereas rail transport reduced its emissions by 68.1% between 1990 and 2019 despite growing transport activity, while road transport remains the dominant and most polluting mode at 73.2% of transport emissions and aviation has been the fastest-growing source, with emissions rising by 123.4% over the same period1a; whereas high-speed rail has the potential to shift demand away from more carbon-intensive modes of transport and to deliver significant emissions reductions, provided it becomes a viable option for consumers in terms of reliability, availability and competitive pricing; | |
| 1a https://www.eea.europa.eu/en/analysis/publications/sustainability-of-europes-mobility-systems/climate |
| Motion for a resolution | Amendment |
|---|---|
| Aa. whereas Europe is a global leader in the rail sector, particularly in the rail supply industry and high-speed rail technologies; whereas maintaining and strengthening this industrial leadership, unlocking the sector's potential for sustainable growth, and supporting high-quality employment depend on the continued expansion, modernisation and integration of the European rail network; |
| Motion for a resolution | Amendment |
|---|---|
| Aa. whereas the completion of a genuinely European high-speed rail network should contribute to balanced territorial development across the Union by improving connectivity between regions, completing missing cross-border links and reducing long-standing infrastructure disparities, particularly in regions where high-speed rail infrastructure remains insufficiently developed; |
| Motion for a resolution | Amendment |
|---|---|
| Aa. whereas the European Union Agency for Railways, established by Regulation (EU) 2016/796, is the central Union authority for interoperability, safety certification and vehicle authorisation in the Single European Railway Area; whereas its reinforced mandate, resources and coordination capacity are indispensable to the timely delivery of the network; |
| Motion for a resolution | Amendment |
|---|---|
| Ab. whereas the development of the European high-speed rail network should contribute to reducing historical infrastructure disparities across the Union by ensuring a more balanced geographical distribution of high-speed rail investment and improving connectivity in Member States where such infrastructure remains underdeveloped compared with the more mature high-speed rail networks elsewhere in the Union; |
| Motion for a resolution | Amendment |
|---|---|
| Ab. whereas governments face increasing budgetary constraints, including fiscal rules and limits on public borrowing, requiring the exploration of financing models capable of mobilising additional sources of long-term capital and supporting the timely delivery of strategic rail infrastructure, while safeguarding the public interest and ensuring value for money for both taxpayers and rail users; |
| Motion for a resolution | Amendment |
|---|---|
| B. whereas the political legitimacy of large-scale European investment depends on the delivery of benefits to more regions; whereas conventional rail remains the most widely used mode of transport for workers, making it the primary instrument of territorial cohesion; | B. whereas the political legitimacy of large-scale European investment depends on the delivery of benefits to more regions, the delivery of a truly connected and integrated European rail network improving connectivity between Western, Central and Eastern Europe, ensuring that all Member States can benefit from the economic, social and environmental advantages of high-speed rail; the delivery of rail services that benefit diverse traveller/commuter profiles and quality and reliable rail freight services ; whereas conventional rail remains the most widely used mode of transport for workers, making it the primary instrument of territorial cohesion; whereas high speed rail has a key role to play in enhancing long-distance connectivity, supporting modal shift from more carbon-intensive modes of transport, supporting labour mobility and a more sustainable European tourism model. |
| Motion for a resolution | Amendment |
|---|---|
| B. whereas the political legitimacy of large-scale European investment depends on the delivery of benefits to more regions; whereas conventional rail remains the most widely used mode of transport for workers, making it the primary instrument of territorial cohesion; | B. whereas the political legitimacy of large-scale European investment depends on the delivery of benefits to more regions; whereas conventional rail remains the most widely used mode of transport for workers, making it the primary instrument of territorial cohesion; whereas particular attention should be paid to closing infrastructure gaps in Central and Eastern Europe, including missing cross-border and North-South rail connections |
| Motion for a resolution | Amendment |
|---|---|
| B. whereas the political legitimacy of large-scale European investment depends on the delivery of benefits to more regions; whereas conventional rail remains the most widely used mode of transport for workers, making it the primary instrument of territorial cohesion; | B. whereas the political legitimacy of large-scale European investment depends on the delivery of benefits to more regions; whereas conventional rail remains the most widely used mode of transport for workers, making it the primary instrument of territorial cohesion; whereas investment in high-speed rail should therefore compliment and reinforce, rather than divert funding from, conventional, regional and suburban rail services; |
| Motion for a resolution | Amendment |
|---|---|
| B. whereas the political legitimacy of large-scale European investment depends on the delivery of benefits to more regions; whereas conventional rail remains the most widely used mode of transport for workers, making it the primary instrument of territorial cohesion; | B. whereas the political legitimacy of large-scale European investment depends on delivering tangible benefits throughout the Union; whereas high-speed rail should complement conventional rail, strengthen territorial cohesion, improve accessibility, increase the capacity available for regional passenger and freight transport and improve the overall efficiency and resilience of the European rail network; |
Ana Vasconcelos, Benoit Cassart, Valérie Devaux, Jan-Christoph Oetjen, Oihane Agirregoitia Martínez, Jeannette Baljeu
| Motion for a resolution | Amendment |
|---|---|
| B. whereas the political legitimacy of large-scale European investment depends on the delivery of benefits to more regions; whereas conventional rail remains the most widely used mode of transport for workers, making it the primary instrument of territorial cohesion; | B. whereas the political legitimacy of large-scale European investment depends on the delivery of benefits to more regions; whereas conventional rail remains the most widely used mode of transport for workers and freights, making it the primary instrument of territorial cohesion; |
Sophia Kircher, Dariusz Joński, Markus Ferber, Elżbieta Katarzyna Łukacijewska, Flavio Tosi, Borja Giménez Larraz, Alexandra Mehnert, Martine Kemp, Gheorghe Falcă
| Motion for a resolution | Amendment |
|---|---|
| B. whereas the political legitimacy of large-scale European investment depends on the delivery of benefits to more regions; whereas conventional rail remains the most widely used mode of transport for workers, making it the primary instrument of territorial cohesion; | B. whereas the political legitimacy of large-scale European investment depends on the delivery of benefits to more regions; whereas conventional rail remains the most widely used mode of transport for citizens, making it one of the primary instruments of territorial cohesion; |
| Motion for a resolution | Amendment |
|---|---|
| B. whereas the political legitimacy of large-scale European investment depends on the delivery of benefits to more regions; whereas conventional rail remains the most widely used mode of transport for workers, making it the primary instrument of territorial cohesion; | B. whereas the political legitimacy of large-scale European investment depends on the delivery of benefits to all of the regions; whereas conventional rail remains the most widely used mode of transport for workers, making it the primary instrument of territorial cohesion; |
| Motion for a resolution | Amendment |
|---|---|
| C. whereas rail faces a structural fiscal disadvantage, while aviation continues to benefit from kerosene and VAT exemptions; whereas this asymmetry distorts competition and undermines the EU’s climate and modal-shift objectives; | deleted |
Sophia Kircher, Markus Ferber, Dariusz Joński, Elżbieta Katarzyna Łukacijewska, Flavio Tosi, Borja Giménez Larraz, Alexandra Mehnert, Gheorghe Falcă
| Motion for a resolution | Amendment |
|---|---|
| C. whereas rail faces a structural fiscal disadvantage, while aviation continues to benefit from kerosene and VAT exemptions; whereas this asymmetry distorts competition and undermines the EU’s climate and modal-shift objectives; | deleted |
| Motion for a resolution | Amendment |
|---|---|
| C. whereas rail faces a structural fiscal disadvantage, while aviation continues to benefit from kerosene and VAT exemptions; whereas this asymmetry distorts competition and undermines the EU’s climate and modal-shift objectives; | C. whereas rail transport continues to face structural fiscal disadvantages, paying full VAT, track access charges and energy taxes; whereas these distortions undermine fair competition between transport modes and hinder the EU’s climate, connectivity and modal-shift objectives for both passenger and freight transport; |
| Motion for a resolution | Amendment |
|---|---|
| C. whereas rail faces a structural fiscal disadvantage, while aviation continues to benefit from kerosene and VAT exemptions; whereas this asymmetry distorts competition and undermines the EU’s climate and modal-shift objectives; | C. whereas rail should be made more competitive through structural support and massive investment in infrastructure, rather than by increasing taxation on other modes of transport, such as aviation, which remain essential for opening up island and outermost regions and for the purchasing power of citizens; |
| Motion for a resolution | Amendment |
|---|---|
| C. whereas rail faces a structural fiscal disadvantage, while aviation continues to benefit from kerosene and VAT exemptions; whereas this asymmetry distorts competition and undermines the EU’s climate and modal-shift objectives; | C. whereas fair, proportionate and technology-neutral competition between transport modes should be promoted through coherent and evidence-based transport policies, taking due account of the different operational, regulatory and fiscal frameworks applicable to each transport mode, while contributing to the Union's competitiveness, territorial cohesion and sustainable mobility; |
| Motion for a resolution | Amendment |
|---|---|
| C. whereas rail faces a structural fiscal disadvantage, while aviation continues to benefit from kerosene and VAT exemptions; whereas this asymmetry distorts competition and undermines the EU’s climate and modal-shift objectives; | C. whereas rail faces a structural fiscal disadvantage, while aviation is subject to a different tax framework under existing international agreements, resulting in different fiscal treatment; whereas this asymmetry may affect competition and undermines the EU’s climate and modal-shift objectives; |
| Motion for a resolution | Amendment |
|---|---|
| C. whereas rail faces a structural fiscal disadvantage, while aviation continues to benefit from kerosene and VAT exemptions; whereas this asymmetry distorts competition and undermines the EU’s climate and modal-shift objectives; | C. whereas rail faces a structural fiscal disadvantage and charges for accessing the infrastructure, while aviation continues to benefit from kerosene and VAT exemptions; whereas this asymmetry distorts competition and undermines the EU’s climate and modal-shift objectives; |
| Motion for a resolution | Amendment |
|---|---|
| C. whereas rail faces a structural fiscal disadvantage, while aviation continues to benefit from kerosene and VAT exemptions; whereas this asymmetry distorts competition and undermines the EU’s climate and modal-shift objectives; | C. whereas rail faces a structural fiscal disadvantage, while aviation continues to benefit from kerosene and VAT exemptions; whereas this asymmetry distorts competition; |
| Motion for a resolution | Amendment |
|---|---|
| Ca. whereas the development of a high-speed rail network remains uneven across the Union, with some Member States not yet having rail lines capable of operating at speeds of 250 km/h or above, highlighting persistent disparities in connectivity and accessibility and the importance of ensuring that the benefits of a European high-speed rail network are shared across all regions; |
| Motion for a resolution | Amendment |
|---|---|
| D. whereas the long-term performance of rail networks requires continuous financing of maintenance, renewal and modernisation, to be achieved by means including appropriate track access charges, while bearing in mind that affordable services attract more passengers and generate more revenue; | D. whereas the long-term performance of rail networks requires stable and predictable financing for maintenance, renewal and modernisation, using a combination of appropriate financing mechanisms, including, where appropriate, track access charges, while ensuring the efficient use of Union and national public resources and maintaining affordable and attractive rail services for passengers; |
Sophia Kircher, Dariusz Joński, Markus Ferber, Elżbieta Katarzyna Łukacijewska, Flavio Tosi, Borja Giménez Larraz, Alexandra Mehnert, Martine Kemp, Gheorghe Falcă
| Motion for a resolution | Amendment |
|---|---|
| D. whereas the long-term performance of rail networks requires continuous financing of maintenance, renewal and modernisation, to be achieved by means including appropriate track access charges, while bearing in mind that affordable services attract more passengers and generate more revenue; | D. whereas the long-term performance of rail networks requires continuous financing of maintenance, renewal, modernisation and digitalisation to increase interoperability, safety, capacity and reliability, to be achieved by means including reasonable and appropriate track access charges, while bearing in mind that affordable services and fair competition in the rail market attract more passengers, rail freight volumes and generate more revenue; |
| Motion for a resolution | Amendment |
|---|---|
| D. whereas the long-term performance of rail networks requires continuous financing of maintenance, renewal and modernisation, to be achieved by means including appropriate track access charges, while bearing in mind that affordable services attract more passengers and generate more revenue; | D. whereas the long-term performance of rail networks requires a systematic increase in capacity by building new lines, including high-speed lines, as well as continuous financing of maintenance, renewal and modernisation, to be achieved by means including appropriate track access charges, while bearing in mind that affordable services attract more passengers and generate more revenue; |
Ana Vasconcelos, Benoit Cassart, Valérie Devaux, Jan-Christoph Oetjen, Oihane Agirregoitia Martínez, Jeannette Baljeu
| Motion for a resolution | Amendment |
|---|---|
| D. whereas the long-term performance of rail networks requires continuous financing of maintenance, renewal and modernisation, to be achieved by means including appropriate track access charges, while bearing in mind that affordable services attract more passengers and generate more revenue; | D. whereas the long-term performance of rail networks requires continuous financing of maintenance, renewal, modernisation and digitalisation to increase interoperability, safety, capacity and reliability; |
| Motion for a resolution | Amendment |
|---|---|
| D. whereas the long-term performance of rail networks requires continuous financing of maintenance, renewal and modernisation, to be achieved by means including appropriate track access charges, while bearing in mind that affordable services attract more passengers and generate more revenue; | D. whereas the long-term performance of rail networks requires continuous and ringfenced financing of maintenance, renewal and modernisation, to be achieved by means including appropriate track access charges, while bearing in mind that affordable services attract more passengers and generate more revenue; |
| Motion for a resolution | Amendment |
|---|---|
| Da. whereas investments in high-speed rail infrastructure should be based on objective socio-economic cost-benefit analyses, expected transport demand, realistic implementation schedules and their contribution to the completion of the Trans-European Transport Network (TEN-T), the competitiveness of the Union, territorial cohesion and the efficient use of public resources; |
| Motion for a resolution | Amendment |
|---|---|
| Da. whereas investments in high-speed rail should be prioritised on the basis of transparent cost-benefit analyses, long-term maintenance costs, projected passenger demand and fiscal sustainability; |
| Motion for a resolution | Amendment |
|---|---|
| E. whereas social factors, including transport poverty and barrier-free accessibility, must be addressed as an obligation under the Charter of Fundamental Rights of the European Union; whereas the EU rail sector employs over 1.3 million workers and is facing labour shortages and a gender gap; | deleted |
| Motion for a resolution | Amendment |
|---|---|
| E. whereas social factors, including transport poverty and barrier-free accessibility, must be addressed as an obligation under the Charter of Fundamental Rights of the European Union; whereas the EU rail sector employs over 1.3 million workers and is facing labour shortages and a gender gap; | E. whereas social factors, including transport poverty and barrier-free accessibility, must be addressed as an obligation under the Charter of Fundamental Rights of the European Union; whereas the EU rail sector employs over 1.3 million workers and is facing labour shortages and a gender gap; whereas Europe’s leadership in high-speed rail depends on maintaining a highly skilled workforce across the rail manufacturing, construction, maintenance and operational sectors; whereas investment in skills and workforce development is necessary to support innovation, industrial competitiveness and the delivery of future high-speed rail services; |
| Motion for a resolution | Amendment |
|---|---|
| E. whereas social factors, including transport poverty and barrier-free accessibility, must be addressed as an obligation under the Charter of Fundamental Rights of the European Union; whereas the EU rail sector employs over 1.3 million workers and is facing labour shortages and a gender gap; | E. whereas social factors, including transport poverty and barrier-free accessibility, must be addressed as an obligation under the Charter of Fundamental Rights of the European Union; whereas the EU rail sector employs over 1.3 million workers and is facing labour shortages and a gender gap; whereas a competitive European railway manufacturing sector is essential for maintaining high-quality industrial employment, technological leadership and strategic resilience within the Union; |
Sophia Kircher, Markus Ferber, Dariusz Joński, Elżbieta Katarzyna Łukacijewska, Flavio Tosi, Borja Giménez Larraz, Alexandra Mehnert, Gheorghe Falcă
| Motion for a resolution | Amendment |
|---|---|
| E. whereas social factors, including transport poverty and barrier-free accessibility, must be addressed as an obligation under the Charter of Fundamental Rights of the European Union; whereas the EU rail sector employs over 1.3 million workers and is facing labour shortages and a gender gap; | E. whereas citizens should retain the freedom to choose the mode of transport that best suits their individual preferences and needs, guided by the principles of technological neutrality, fair competition, sustainability and cost-efficiency, and informed choices based on transparent and comprehensive information; |
Ana Vasconcelos, Benoit Cassart, Valérie Devaux, Jan-Christoph Oetjen, Oihane Agirregoitia Martínez, Jeannette Baljeu
| Motion for a resolution | Amendment |
|---|---|
| E. whereas social factors, including transport poverty and barrier-free accessibility, must be addressed as an obligation under the Charter of Fundamental Rights of the European Union; whereas the EU rail sector employs over 1.3 million workers and is facing labour shortages and a gender gap; | E. whereas accessible and affordable rail services are essential to ensuring equal mobility opportunities and reducing transport poverty across the Union; whereas the EU rail sector, employing over 1.3 million workers, is facing labour and skill shortages and a gender gap, highlighting the need to attract and retain a diverse and highly skilled workforce; |
| Motion for a resolution | Amendment |
|---|---|
| E. whereas social factors, including transport poverty and barrier-free accessibility, must be addressed as an obligation under the Charter of Fundamental Rights of the European Union; whereas the EU rail sector employs over 1.3 million workers and is facing labour shortages and a gender gap; | E. whereas it is the Member States which bear the primary and sovereign responsibility for tackling transport poverty and territorial isolation; whereas the EU rail sector employs over 1.3 million workers and is facing labour shortages that require an urgent increase in wages, a genuine improvement in working conditions and a policy to make the jobs more attractive; |
| Motion for a resolution | Amendment |
|---|---|
| Ea. whereas European rail’s industrial leadership must be nurtured to the benefit of the economy and society, delivering green economic growth and contributing to a diverse, skilled and resilient workforce to strengthen Europe’s industrial sovereignty, social and employment sustainability; whereas Europe is home to several world-leading rail manufacturers serving a growing global market; whereas the fragmentation of the European rail network not only increases costs and reduces efficiencies across the rail system, but may also discourage much-needed investment in innovation, skills and expertise, thereby limiting the sector’s capacity to develop highly competitive solutions, achieve economies of scale, and maintain its global technological and industrial leadership. |
| Motion for a resolution | Amendment |
|---|---|
| Ea. whereas the development of a European high-speed rail network represents a significant industrial opportunity for the Union; whereas the European rail supply industry, covering rolling stock, signalling systems and digital infrastructure, would benefit from a coherent approach that supports technological leadership, reduces exposure to third-country state-controlled suppliers in critical systems, and strengthens the Union's position in global rail markets; |
| Motion for a resolution | Amendment |
|---|---|
| Ea. whereas the simplification of ticketing and the integration of rail services constitute essential conditions for achieving modal shift; whereas it is nevertheless understood that such integration must safeguard the public interest, ensure public control over strategic distribution functions, protect passenger data, and preserve the economic viability of operators investing in the network, rolling stock, railway employment, and quality of service. |
| Motion for a resolution | Amendment |
|---|---|
| Ea. whereas progress in the implementation of certain Trans-European Transport Network (TEN-T) sections remains uneven, with significant delays affecting several strategic cross-border links and other key segments of the network; whereas further technical studies and preparatory work are needed to accelerate the development of the most delayed sections and ensure the timely completion of the Trans-European Transport Network (TEN-T) objectives; |
| Motion for a resolution | Amendment |
|---|---|
| Ea. whereas the development of a genuinely European high-speed rail network requires geographically balanced investment, ensuring that all Member States and regions without mature high-speed rail systems are not left behind; whereas the modernisation of existing lines, the deployment of ERTMS and the completion of cross-border missing links are necessary preconditions for the gradual integration of such regions into the high-speed network; |
| Motion for a resolution | Amendment |
|---|---|
| Ea. whereas hyperloop technology, as a next-generation form of high-speed guided transport, is referred to in Regulation (EU) 2024/1679 [TEN-T] and is the subject of a Commission fact-finding study and of the Hyper4Rail project under Europe's Rail Joint Undertaking, yet no EU regulatory framework for its testing and cross-border interoperability exists; |
Sophia Kircher, Dariusz Joński, Markus Ferber, Elżbieta Katarzyna Łukacijewska, Flavio Tosi, Borja Giménez Larraz, Alexandra Mehnert, Martine Kemp, Gheorghe Falcă
| Motion for a resolution | Amendment |
|---|---|
| Ea. whereas the European rail sector employs over 1.3 million workers, generates more than EUR 45 billion in annual revenues and remains a global leader in rolling stock, rail technologies and innovation, thereby contributing to the Union’s competitiveness, industrial leadership and highly skilled employment; |
Ana Vasconcelos, Benoit Cassart, Valérie Devaux, Jan-Christoph Oetjen, Oihane Agirregoitia Martínez, Jeannette Baljeu
| Motion for a resolution | Amendment |
|---|---|
| Ea. whereas urban nodes play a critical role in the performance of the European rail network; whereas efficient multimodal connectivity and accessible stations can strengthen regional competitiveness, support tourism and business travel, and improve passenger experience; |
| Motion for a resolution | Amendment |
|---|---|
| Eb. whereas competitive and open rail markets can deliver significant benefits for passengers, including lower fares, higher service quality, greater variety of choice and more innovative offers; whereas competition can stimulate investment, improve efficiency, reliability and service quality, expand the range of available routes and services, thus enhancing the attractiveness of rail transport; whereas strengthening competition in the European rail sector should be regarded as part of the solution to increasing rail demand and unlocking the full potential of the Single European Railway Area1aa; | |
| 1aa ‘Study on passenger and freight rail transport services prices to final customers’, Final report, European Commission, 23 September 2024 |
| Motion for a resolution | Amendment |
|---|---|
| Eb. whereas the Commission estimates that completing the planned high-speed rail network by 2040 will require approximately EUR 345 billion in investment; whereas mobilising capital of this scale will require a combination of public and private sources; whereas the conditions for private investment, including regulatory predictability, stable project pipelines, and appropriate risk allocation, merit consideration in parallel with the public financing architecture; |
| Motion for a resolution | Amendment |
|---|---|
| Eb. whereas the effectiveness of the European high-speed rail network depends on its integration with other transport modes; whereas railway stations should function as fully connected intermodal nodes linking high-speed and conventional rail with urban and regional public transport, ports, airports, cycling and other first- and last-mile solutions; |
Sophia Kircher, Dariusz Joński, Markus Ferber, Elżbieta Katarzyna Łukacijewska, Flavio Tosi, Borja Giménez Larraz, Alexandra Mehnert, Martine Kemp, Gheorghe Falcă
| Motion for a resolution | Amendment |
|---|---|
| Eb. whereas fair competition is essential to a well-functioning and efficient European rail transport market, delivering greater choice and more affordable, high-quality services for passengers; whereas persistent barriers to market entry continue to restrict competition, limit service offerings and higher fares for passengers; |
| Motion for a resolution | Amendment |
|---|---|
| Ec. whereas the successful deployment of common European railway standards requires both ambition and practical implementation pathways; whereas the Union should remain open to exploring appropriate support, flexibility or transitional mechanisms for Member States facing particularly high adaptation costs, where such measures can facilitate progress towards interoperability without undermining the long-term objective of a fully integrated European railway area; |
Sophia Kircher, Dariusz Joński, Markus Ferber, Elżbieta Katarzyna Łukacijewska, Flavio Tosi, Borja Giménez Larraz, Alexandra Mehnert, Martine Kemp, Gheorghe Falcă
| Motion for a resolution | Amendment |
|---|---|
| Ec. whereas the competitiveness of rail continues to be undermined by fragmented rules, differing operational procedures and insufficient cross-border interoperability, thereby hindering seamless cross-border operations and limiting the full potential of the rail sector for both passenger and freight transport; |
| Motion for a resolution | Amendment |
|---|---|
| 1. Welcomes the 2025 Commission communication entitled ‘Connecting Europe through High-Speed Rail’(COM(2025)0903); calls for a genuine European high-speed rail network that is interoperable, accessible and intermodal, connecting European capitals and regions in line with the EU’s climate and competitiveness agenda; | 1. Welcomes the 2025 Commission communication entitled ‘Connecting Europe through High-Speed Rail’(COM(2025)0903); calls for a genuine European high-speed rail network that is interoperable, accessible and intermodal,, connecting European capitals and regions in line with the EU’s climate and competitiveness agenda; stresses that Europe’s high-speed rail network should also be developed to maximise benefits for the wider rail system, including through mixed-use operations where justified or by releasing capacity on conventional lines for regional and freight services. |
| Motion for a resolution | Amendment |
|---|---|
| 1. Welcomes the 2025 Commission communication entitled ‘Connecting Europe through High-Speed Rail’(COM(2025)0903); calls for a genuine European high-speed rail network that is interoperable, accessible and intermodal, connecting European capitals and regions in line with the EU’s climate and competitiveness agenda; | 1. Welcomes the 2025 Commission communication entitled ‘Connecting Europe through High-Speed Rail’(COM(2025)0903); calls for a genuine European high-speed rail network that is interoperable, accessible and intermodal, connecting European capitals and regions in line with the Union's objectives of competitiveness, territorial cohesion, connectivity and resilience; |
| Motion for a resolution | Amendment |
|---|---|
| 1. Welcomes the 2025 Commission communication entitled ‘Connecting Europe through High-Speed Rail’(COM(2025)0903); calls for a genuine European high-speed rail network that is interoperable, accessible and intermodal, connecting European capitals and regions in line with the EU’s climate and competitiveness agenda; | 1. Welcomes the 2025 Commission communication entitled ‘Connecting Europe through High-Speed Rail’(COM(2025)0903); calls for a genuine European high-speed rail network that is interoperable, accessible and intermodal, connecting European capitals and regions; |
| Motion for a resolution | Amendment |
|---|---|
| 1. Welcomes the 2025 Commission communication entitled ‘Connecting Europe through High-Speed Rail’(COM(2025)0903); calls for a genuine European high-speed rail network that is interoperable, accessible and intermodal, connecting European capitals and regions in line with the EU’s climate and competitiveness agenda; | 1. Welcomes the 2025 Commission communication entitled ‘Connecting Europe through High-Speed Rail’(COM(2025)0903); calls for a genuine European high-speed rail network that is interoperable, innovative, cost-effective, accessible and intermodal, connecting European capitals and regions in line with the EU’s climate and competitiveness agenda; |
Sophia Kircher, Dariusz Joński, Markus Ferber, Elżbieta Katarzyna Łukacijewska, Flavio Tosi, Borja Giménez Larraz, Alexandra Mehnert, Martine Kemp, Gheorghe Falcă
| Motion for a resolution | Amendment |
|---|---|
| 1. Welcomes the 2025 Commission communication entitled ‘Connecting Europe through High-Speed Rail’(COM(2025)0903); calls for a genuine European high-speed rail network that is interoperable, accessible and intermodal, connecting European capitals and regions in line with the EU’s climate and competitiveness agenda; | 1. Welcomes the 2025 Commission communication entitled ‘Connecting Europe through High-Speed Rail’(COM(2025)0903); calls for a genuine European high-speed rail network that is interoperable, cost-effective, accessible and intermodal, connecting European capitals and regions in line with the EU’s climate, cohesion and competitiveness agenda; |
| Motion for a resolution | Amendment |
|---|---|
| 1. Welcomes the 2025 Commission communication entitled ‘Connecting Europe through High-Speed Rail’(COM(2025)0903); calls for a genuine European high-speed rail network that is interoperable, accessible and intermodal, connecting European capitals and regions in line with the EU’s climate and competitiveness agenda; | 1. Welcomes the 2025 Commission communication entitled ‘Connecting Europe through High-Speed Rail’(COM(2025)0903); calls for a genuine European high-speed rail network that is interoperable, accessible and intermodal, connecting European capitals and regions in line with the EU’s competitiveness agenda; |
| Motion for a resolution | Amendment |
|---|---|
| 1. Welcomes the 2025 Commission communication entitled ‘Connecting Europe through High-Speed Rail’(COM(2025)0903); calls for a genuine European high-speed rail network that is interoperable, accessible and intermodal, connecting European capitals and regions in line with the EU’s climate and competitiveness agenda; | 1. Welcomes the 2025 Commission communication entitled ‘Connecting Europe through High-Speed Rail’(COM(2025)0903); calls for a genuine European high-speed rail network that is interoperable, accessible and intermodal, connecting European capitals and regions, and that will improve the safety of EU citizens; |
| Motion for a resolution | Amendment |
|---|---|
| 2. Stresses that this network must serve all major urban areas with at least 250 000 inhabitants; calls on the Commission to enshrine this as a planning criterion, with mapping of areas not currently covered by high-speed rail networks and proposals for connectivity timelines; | 2. Stresses that the development of the European high-speed rail network should be based on expected passenger and freight demand, territorial cohesion, cross-border relevance and European added value rather than uniform population thresholds; calls on the Commission to support Member States by mapping areas not currently connected to the high-speed rail network, identifying missing cross-border links and proposing priorities for their gradual integration into the European high-speed rail network; |
| Motion for a resolution | Amendment |
|---|---|
| 2. Stresses that this network must serve all major urban areas with at least 250 000 inhabitants; calls on the Commission to enshrine this as a planning criterion, with mapping of areas not currently covered by high-speed rail networks and proposals for connectivity timelines; | 2. Stresses that the development of a European high-speed rail network should aim to provide high-quality rail connectivity to serve all major urban areas with 250 000 inhabitants, whether through direct high-speed rail services or effective connections to the high-speed rail network; calls on the Commission to enshrine this as a planning criterion, with mapping of areas not currently covered by high-speed rail networks and proposals for connectivity timelines; |
| Motion for a resolution | Amendment |
|---|---|
| 2. Stresses that this network must serve all major urban areas with at least 250 000 inhabitants; calls on the Commission to enshrine this as a planning criterion, with mapping of areas not currently covered by high-speed rail networks and proposals for connectivity timelines; | 2. Stresses that this network shall serve all major urban areas with at least 250 000 inhabitants where justified, taking into account demand, cost-effectiveness, geography and existing infrastructure; calls on the Commission to enshrine this as a planning criterion, with mapping of areas not currently covered by high-speed rail networks and proposals for connectivity timelines; |
| Motion for a resolution | Amendment |
|---|---|
| 2. Stresses that this network must serve all major urban areas with at least 250 000 inhabitants; calls on the Commission to enshrine this as a planning criterion, with mapping of areas not currently covered by high-speed rail networks and proposals for connectivity timelines; | 2. Considers that rail infrastructure planning must not be limited to large metropolitan areas, but must instead ensure territorial fairness by including medium-sized towns and outlying territories so as to avoid a two-speed Europe; points out that the route criteria must be defined by the Member States independently, as part of their national spatial planning policies; |
| Motion for a resolution | Amendment |
|---|---|
| 2. Stresses that this network must serve all major urban areas with at least 250 000 inhabitants; calls on the Commission to enshrine this as a planning criterion, with mapping of areas not currently covered by high-speed rail networks and proposals for connectivity timelines; | 2. Stresses that this network must serve all major urban areas with a correspondingly high number of inhabitants; calls on the Commission to enshrine this as a planning criterion, with mapping, in close cooperation with the Member States, of areas not currently covered by high-speed rail networks and proposals for connectivity timelines; |
| Motion for a resolution | Amendment |
|---|---|
| 2. Stresses that this network must serve all major urban areas with at least 250 000 inhabitants; calls on the Commission to enshrine this as a planning criterion, with mapping of areas not currently covered by high-speed rail networks and proposals for connectivity timelines; | 2. Stresses that this network must serve all EU capitals as well as metropolitan regions with at least 250 000 inhabitants; calls on the Commission to enshrine this as a planning criterion, with mapping of areas not currently covered by high-speed rail networks and proposals for connectivity timelines; |
| Motion for a resolution | Amendment |
|---|---|
| 2. Stresses that this network must serve all major urban areas with at least 250 000 inhabitants; calls on the Commission to enshrine this as a planning criterion, with mapping of areas not currently covered by high-speed rail networks and proposals for connectivity timelines; | 2. Stresses that this network should serve major urban areas; calls on the Commission to enshrine this as a planning criterion, with mapping of areas not currently covered by high-speed rail networks and proposals for connectivity timelines; |
| Motion for a resolution | Amendment |
|---|---|
| 2a. Calls for a planning methodology in which connectivity to the European core is treated as a structural entitlement of every region — including peripheral, outermost and currently under-connected regions — as an instrument of territorial cohesion, integration and convergence of mobility opportunities across the Union; |
| Motion for a resolution | Amendment |
|---|---|
| 3. Stresses that the expansion of high-speed rail must complement – and never come at the expense of – conventional, regional and suburban services; calls for a ‘network-first’ approach, with intermodal standards at stations and funding to upgrade existing lines; | 3. Stresses that the expansion of high-speed rail must complement – and never come at the expense of – conventional, regional and suburban services; calls for a ‘network-first’ approach, with intermodal standards at stations and funding to upgrade existing lines; highlights that the construction of new high-speed rail infrastructure can substantially increase the capacity of the conventional rail network for regional passenger services and rail freight, thereby facilitating a greater modal shift of freight transport from road to rail, strengthening the competitiveness of rail freight, reducing greenhouse gas emissions and improving the overall efficiency and resilience of the European rail system; |
| Motion for a resolution | Amendment |
|---|---|
| 3. Stresses that the expansion of high-speed rail must complement – and never come at the expense of – conventional, regional and suburban services; calls for a ‘network-first’ approach, with intermodal standards at stations and funding to upgrade existing lines; | 3. Stresses that the expansion of high-speed rail must complement – and never come at the expense of – conventional, regional and suburban services; calls for Member States to assess the impact of the expansion of high-speed rail infrastructure on conventional passenger and freight services, taking into account the mixed-use nature of the infrastructure upgrade and/or how the infrastructure will free up capacity to the benefit of conventional rail; calls for a ‘network-first’ approach, with intermodal standards at stations and funding to upgrade existing lines; |
Ana Vasconcelos, Benoit Cassart, Valérie Devaux, Jan-Christoph Oetjen, Oihane Agirregoitia Martínez, Jeannette Baljeu
| Motion for a resolution | Amendment |
|---|---|
| 3. Stresses that the expansion of high-speed rail must complement – and never come at the expense of – conventional, regional and suburban services; calls for a ‘network-first’ approach, with intermodal standards at stations and funding to upgrade existing lines; | 3. Stresses that the expansion of high-speed rail must complement conventional, regional and suburban passenger and rail freight services; calls for a ‘network-first’ approach, including through compatible, intermodal standards for stations and the integration of rail with local public transport and active mobility networks; stresses the importance of investing not only in new infrastructure but also in the upgrading and modernisation of existing lines to deliver greater capacity, efficiency and connectivity; |
| Motion for a resolution | Amendment |
|---|---|
| 3. Stresses that the expansion of high-speed rail must complement – and never come at the expense of – conventional, regional and suburban services; calls for a ‘network-first’ approach, with intermodal standards at stations and funding to upgrade existing lines; | 3. Stresses that the expansion of high-speed rail must complement – and never come at the expense of – conventional, regional and suburban services; calls for a ‘network-first’ approach, with intermodal standards at stations and funding to upgrade existing lines; underlines that the planning of high-speed infrastructure must be integrated with regional and urban mobility networks so that high-speed services reinforce the accessibility and performance of the wider transport system; |
Sophia Kircher, Markus Ferber, Elżbieta Katarzyna Łukacijewska, Flavio Tosi, Borja Giménez Larraz, Alexandra Mehnert, Gheorghe Falcă, Martine Kemp
| Motion for a resolution | Amendment |
|---|---|
| 3. Stresses that the expansion of high-speed rail must complement – and never come at the expense of – conventional, regional and suburban services; calls for a ‘network-first’ approach, with intermodal standards at stations and funding to upgrade existing lines; | 3. Stresses that the expansion of high-speed rail must complement – and never come at the expense of – conventional, regional, suburban or rail freight services; calls for a ‘network-first’ approach, with interoperability as well as intermodal standards at stations and sufficient, predictable and long-term funding to upgrade existing lines which are key feeders of high-speed rail; |
| Motion for a resolution | Amendment |
|---|---|
| 3. Stresses that the expansion of high-speed rail must complement – and never come at the expense of – conventional, regional and suburban services; calls for a ‘network-first’ approach, with intermodal standards at stations and funding to upgrade existing lines; | 3. Stresses that the construction of new high-speed rail lines can complement conventional, regional and suburban services by freeing capacity on the conventional network; calls for the development of the European rail network to be planned on the basis of a thorough analysis of passenger flows and funding to construct new lines and upgrade existing lines; |
| Motion for a resolution | Amendment |
|---|---|
| 3. Stresses that the expansion of high-speed rail must complement – and never come at the expense of – conventional, regional and suburban services; calls for a ‘network-first’ approach, with intermodal standards at stations and funding to upgrade existing lines; | 3. Stresses that the expansion of high-speed rail must complement – and never come at the expense of – conventional, regional and suburban services; calls for a ‘network-first’ approach, with intermodal standards at stations, integration with major multimodal transport hubs, including airports, and funding to upgrade existing lines; |
| Motion for a resolution | Amendment |
|---|---|
| 3a. Welcomes the Commission’s intention to coordinate a financing strategy, ‘the high-speed rail deal’, for the roll-out of the high-speed rail network, mobilising the EU budget, national and private funding. Underlines the need for any financing strategy to ensure that the use of high-speed rail infrastructure is optimised to serve a diverse range of services and passenger profiles, including international, regional, commuter and freight connections where appropriate, thereby maximising the public value of investments and ensuring that the benefits of high-speed rail are shared as widely as possible. |
| Motion for a resolution | Amendment |
|---|---|
| 4. Calls on the coordinators of the trans-European network for transport (TEN-T) to identify abandoned or underserved cross-border connections with high social, economic and territorial value and to channel funding from the Connecting Europe Facility to low-cost, high-impact projects; | 4. Calls on the coordinators of the trans-European network for transport (TEN-T) to identify abandoned or underserved cross-border connections with high social, economic and territorial value and to channel funding from the Connecting Europe Facility to such projects; underlines that this exercise should give particular attention to peripheral and semi-peripheral Member States where high-speed rail coverage remains limited, including cross-border missing links already identified by the Commission as priorities, so that the network's expansion contributes to territorial cohesion rather than deepening existing connectivity gaps; |
| Motion for a resolution | Amendment |
|---|---|
| 4. Calls on the coordinators of the trans-European network for transport (TEN-T) to identify abandoned or underserved cross-border connections with high social, economic and territorial value and to channel funding from the Connecting Europe Facility to low-cost, high-impact projects; | 4. Calls on the coordinators of the trans-European network for transport (TEN-T) to identify abandoned or underserved cross-border connections with high social, economic and territorial value and to channel funding from the Connecting Europe Facility bridging missing links and eliminating bottlenecks, modernising infrastructure, enhancing capacity and deploying ERTMS while prioritising closest and fastest routes between aforementioned major urban areas; ; |
| Motion for a resolution | Amendment |
|---|---|
| 4. Calls on the coordinators of the trans-European network for transport (TEN-T) to identify abandoned or underserved cross-border connections with high social, economic and territorial value and to channel funding from the Connecting Europe Facility to low-cost, high-impact projects; | 4. Calls on the coordinators of the trans-European network for transport (TEN-T) to identify missing links, abandoned or underserved cross-border connections with significant social, economic and territorial added value; encourages the targeted use of EU funding instruments, including the Connecting Europe Facility, Interreg and other relevant shared-management funds, for cost-efficient projects based on the principle of fully interoperable and standardised solutions; |
| Motion for a resolution | Amendment |
|---|---|
| 4. Calls on the coordinators of the trans-European network for transport (TEN-T) to identify abandoned or underserved cross-border connections with high social, economic and territorial value and to channel funding from the Connecting Europe Facility to low-cost, high-impact projects; | 4. Calls on the coordinators of the trans-European network for transport (TEN-T) to identify abandoned or underserved cross-border connections with high social, economic and territorial value, giving priority to peripheral, eastern and recently integrated Member States that currently lack high-speed connectivity, and to channel funding from the Connecting Europe Facility to low-cost, high-impact projects, accompanied by clear connectivity timelines for those Member States; |
| Motion for a resolution | Amendment |
|---|---|
| 4. Calls on the coordinators of the trans-European network for transport (TEN-T) to identify abandoned or underserved cross-border connections with high social, economic and territorial value and to channel funding from the Connecting Europe Facility to low-cost, high-impact projects; | 4. Calls on the coordinators of the trans-European network for transport (TEN-T) to identify abandoned or underserved cross-border connections with high social, economic and territorial value, with particular attention to Central and Eastern Europe, North-South connectivity and missing links between border regions, and to channel funding from the Connecting Europe Facility to low-cost, high-impact projects; |
| Motion for a resolution | Amendment |
|---|---|
| 4. Calls on the coordinators of the trans-European network for transport (TEN-T) to identify abandoned or underserved cross-border connections with high social, economic and territorial value and to channel funding from the Connecting Europe Facility to low-cost, high-impact projects; | 4. Calls on the coordinators of the trans-European network for transport (TEN-T) to identify abandoned or underserved cross-border connections with high social, economic and territorial value and to channel funding from the Connecting Europe Facility bridging missing links and eliminating bottlenecks, modernising infrastructure, enhancing capacity and deploying ERTMS; |
| Motion for a resolution | Amendment |
|---|---|
| 4. Calls on the coordinators of the trans-European network for transport (TEN-T) to identify abandoned or underserved cross-border connections with high social, economic and territorial value and to channel funding from the Connecting Europe Facility to low-cost, high-impact projects; | 4. Calls on the coordinators of the trans-European network for transport (TEN-T) to identify abandoned or underserved sections or cross-border connections with high social, economic and territorial value and to channel funding from the Connecting Europe Facility to low-cost, high-impact projects based on the principle of fully interoperable and standardised solutions; |
| Motion for a resolution | Amendment |
|---|---|
| 4. Calls on the coordinators of the trans-European network for transport (TEN-T) to identify abandoned or underserved cross-border connections with high social, economic and territorial value and to channel funding from the Connecting Europe Facility to low-cost, high-impact projects; | 4. Calls on the coordinators of the trans-European network for transport (TEN-T) to identify missing cross-border links, strategic bottlenecks and sections providing significant European added value with high social, economic and territorial value and to channel funding from the Connecting Europe Facility to low-cost, high-impact projects; |
| Motion for a resolution | Amendment |
|---|---|
| 4. Calls on the coordinators of the trans-European network for transport (TEN-T) to identify abandoned or underserved cross-border connections with high social, economic and territorial value and to channel funding from the Connecting Europe Facility to low-cost, high-impact projects; | 4. Calls on the coordinators of the trans-European network for transport (TEN-T) to identify abandoned or underserved cross-border connections with high social, economic and territorial value and to channel funding from the Connecting Europe Facility to low-cost projects likely to have an appropriate impact; |
| Motion for a resolution | Amendment |
|---|---|
| 4a. Recalls the need for a stronger EU role in the planning, funding and coordination of a cross-border high-speed rail network; calls on the Commission and the Coordinators of European Transport Corridors to encourage Member States to accelerate the implementation of cross-border projects; highlights that Regulation (EU) 2024/1679 provides for governance instruments at EU level, including implementing acts, aimed at ensuring coherent infrastructure and investment planning through the establishment of indicative milestones, implementation timelines and investment commitments for cross-border projects; calls on Member States to establish single entities, such as joint ventures, for the coordination, construction and management of cross-border infrastructure projects of common interest, including high-speed rail connections; |
| Motion for a resolution | Amendment |
|---|---|
| 4a. Calls on the Commission and the Council to structure the 2028-2034 MFF in such a way as to ensure adequate and dedicated funding for the development of the high-speed network, both under the instruments managed by the Commission and the CEF as well as through cohesion policy and other instruments; |
| Motion for a resolution | Amendment |
|---|---|
| 4a. Calls on the Commission to give priority to projects contributing to the completion of strategic cross-border corridors, the completion of the TEN-T core network and the reduction of long-standing infrastructure disparities across the Union; |
| Motion for a resolution | Amendment |
|---|---|
| 4b. Highlights that Member States should ensure the coherence of their national transport and investment plans with the priorities established under Regulation (EU) 2024/1679, including the work plans of the European Coordinators and the implementing acts adopted thereunder; considers that EU funding for the development of the high-speed rail network should give due consideration to the consistency of national infrastructure planning with the commitments and objectives jointly agreed at European level; |
| Motion for a resolution | Amendment |
|---|---|
| 4c. Calls for increased investment across the entire rail network, in particular for cross-border rail sections, in order to promote sustainable mobility, strengthen territorial cohesion and reduce transport poverty; supports the development of an EU rail financing strategy as announced in the Commission's Communication " Connecting Europe through High-Speed Rail" and calls on the Member States and the Commission to make full use of existing and future EU funds, financing instruments and EIB guarantees to ensure inclusive and equitable access to rail transport, including high-speed services, for all regions and citizens; |
| Motion for a resolution | Amendment |
|---|---|
| 5. Calls for the public authorities to be formally consulted during both planning and deployment; underlines that high-speed stations must function as intermodal hubs enabling seamless door-to-door journeys across Europe; | 5. Calls for the national, regional and local authorities, as appropriate to be formally consulted during both planning and deployment; underlines that high-speed stations must function as intermodal hubs, ensuring efficient connections with conventional rail services, regional public transport and, where appropriate, airports and freight terminals, enabling seamless door-to-door journeys across Europe; |
Ana Vasconcelos, Benoit Cassart, Valérie Devaux, Jan-Christoph Oetjen, Oihane Agirregoitia Martínez, Jeannette Baljeu
| Motion for a resolution | Amendment |
|---|---|
| 5. Calls for the public authorities to be formally consulted during both planning and deployment; underlines that high-speed stations must function as intermodal hubs enabling seamless door-to-door journeys across Europe; | 5. Calls for the public authorities to be formally consulted during both planning and deployment; underlines that high-speed stations must function as fully integrated intermodal hubs enabling seamless door-to-door journeys across Europe, while strengthening connections with airport hubs to allow modal shift; |
| Motion for a resolution | Amendment |
|---|---|
| 5. Calls for the public authorities to be formally consulted during both planning and deployment; underlines that high-speed stations must function as intermodal hubs enabling seamless door-to-door journeys across Europe; | 5. Calls for the public authorities to be formally consulted during both planning and deployment, ensuring that high-speed stations function as intermodal hubs integrating local rail, urban transport and major aviation infrastructure, and enabling seamless door-to-door journeys across Europe; |
| Motion for a resolution | Amendment |
|---|---|
| 5. Calls for the public authorities to be formally consulted during both planning and deployment; underlines that high-speed stations must function as intermodal hubs enabling seamless door-to-door journeys across Europe; | 5. Calls for the public authorities to be formally consulted during both planning and deployment; underlines that high-speed stations must function as intermodal hubs enabling also multimodal connections and seamless door-to-door journeys across Europe; |
Sophia Kircher, Dariusz Joński, Markus Ferber, Elżbieta Katarzyna Łukacijewska, Flavio Tosi, Borja Giménez Larraz, Alexandra Mehnert, Martine Kemp, Gheorghe Falcă
| Motion for a resolution | Amendment |
|---|---|
| 5. Calls for the public authorities to be formally consulted during both planning and deployment; underlines that high-speed stations must function as intermodal hubs enabling seamless door-to-door journeys across Europe; | 5. Calls for the public authorities and all rail network users to be formally consulted during both planning and deployment; underlines that high-speed stations must function as intermodal hubs enabling seamless door-to-door journeys across Europe; |
| Motion for a resolution | Amendment |
|---|---|
| 5. Calls for the public authorities to be formally consulted during both planning and deployment; underlines that high-speed stations must function as intermodal hubs enabling seamless door-to-door journeys across Europe; | 5. Calls for the Member States’ public authorities to be formally consulted during both planning and deployment; underlines that high-speed stations must function as intermodal hubs enabling seamless door-to-door journeys across Europe; |
| Motion for a resolution | Amendment |
|---|---|
| 5. Calls for the public authorities to be formally consulted during both planning and deployment; underlines that high-speed stations must function as intermodal hubs enabling seamless door-to-door journeys across Europe; | 5. Calls for the public authorities to be early, timely and formally consulted during both planning and deployment; underlines that high-speed stations must function as intermodal hubs enabling seamless door-to-door journeys across Europe; |
| Motion for a resolution | Amendment |
|---|---|
| 5a. Stresses that a genuinely European high-speed rail market requires not only interoperable infrastructure but also fair and non-discriminatory access to the facilities necessary to operate rail services and to second-hand rolling stock. Notes that improved access to rail service facilities, such as maintenance depots and to second-hand rolling stock can lower operating costs, facilitate market entry, stimulate the development of new high-speed rail services and contribute to making high-speed rail more accessible, attractive and affordable for passengers. Welcomes in this regard the European Commission’s objective to reassess current EU rules on access to facilities and to propose legislation on reselling and decommissioning rolling stock. |
| Motion for a resolution | Amendment |
|---|---|
| 5a. Calls for regional and local authorities, particularly in cross-border regions, to be formally consulted during both the planning and deployment phases of large-scale and complex cross-border infrastructure projects, with a view to facilitating their implementation and addressing common mobility challenges through enhanced cross-border cooperation where relevant; |
| Motion for a resolution | Amendment |
|---|---|
| 5a. Notes with concern that insufficient bicycle carriage capacity on many high-speed rail services limits consumer choice and intermodal connectivity, thereby restricting the potential of long-distance and cross-border cycling tourism, an increasingly popular and sustainable form of travel across Europe; |
| Motion for a resolution | Amendment |
|---|---|
| 5b. Emphasises that a European high-speed rail network should not be limited by the external borders of the Union; calls for closer cooperation with neighbouring countries, including Norway, Switzerland and the United Kingdom to integrate key destinations into a wider European high-speed rail network, enhancing mobility, economic ties and passenger choice; |
| Motion for a resolution | Amendment |
|---|---|
| 6. Underlines that a modal shift towards high-speed rail is a climate imperative, a strategic-autonomy lever and an economic opportunity, as it will reduce fossil-fuel dependence, free capacity on conventional lines and bolster the EU’s mobility system; | 6. Underlines that a modal shift towards high-speed rail is a climate imperative, a strategic-autonomy lever and an economic opportunity, as it will reduce fossil-fuel dependence, free capacity on conventional lines and bolster the EU’s mobility system; highlights that investments in high-speed and upgraded rail infrastructure should also strengthen the Union's military mobility, resilience and preparedness, particularly along strategic TEN-T corridors, while reinforcing the connectivity and capacity of railway hubs in the eastern border regions of the Union; |
| Motion for a resolution | Amendment |
|---|---|
| 6. Underlines that a modal shift towards high-speed rail is a climate imperative, a strategic-autonomy lever and an economic opportunity, as it will reduce fossil-fuel dependence, free capacity on conventional lines and bolster the EU’s mobility system; | 6. Underlines that a modal shift towards high-speed rail is an opportunity to strengthen the Union's competitiveness, connectivity, resilience and sustainable mobility, a strategic-autonomy lever and an economic opportunity, as it will reduce fossil-fuel dependence, free capacity on conventional lines, thereby improving regional passenger services, increasing the attractiveness of rail freight and enhancing the efficiency of the overall rail network and bolstering the EU’s mobility system; |
| Motion for a resolution | Amendment |
|---|---|
| 6. Underlines that a modal shift towards high-speed rail is a climate imperative, a strategic-autonomy lever and an economic opportunity, as it will reduce fossil-fuel dependence, free capacity on conventional lines and bolster the EU’s mobility system; | 6. Underlines that a modal shift towards high-speed rail will free capacity on conventional lines and bolster the EU’s mobility system; |
| Motion for a resolution | Amendment |
|---|---|
| 6. Underlines that a modal shift towards high-speed rail is a climate imperative, a strategic-autonomy lever and an economic opportunity, as it will reduce fossil-fuel dependence, free capacity on conventional lines and bolster the EU’s mobility system; | 6. Underlines that a modal shift towards high-speed rail is an economic opportunity that will enhance competitiveness, capacity on conventional lines and the EU’s mobility system; |
Sophia Kircher, Markus Ferber, Dariusz Joński, Elżbieta Katarzyna Łukacijewska, Flavio Tosi, Borja Giménez Larraz, Alexandra Mehnert, Gheorghe Falcă
| Motion for a resolution | Amendment |
|---|---|
| 6. Underlines that a modal shift towards high-speed rail is a climate imperative, a strategic-autonomy lever and an economic opportunity, as it will reduce fossil-fuel dependence, free capacity on conventional lines and bolster the EU’s mobility system; | 6. Underlines that a modal shift towards high-speed rail contributes to the Union’s decarbonisation objectives, serves as a strategic-autonomy lever as well as an economic opportunity and will reduce dependence on imported fossil-fuels, free capacity on conventional lines and bolster the EU’s mobility system; |
| Motion for a resolution | Amendment |
|---|---|
| 6. Underlines that a modal shift towards high-speed rail is a climate imperative, a strategic-autonomy lever and an economic opportunity, as it will reduce fossil-fuel dependence, free capacity on conventional lines and bolster the EU’s mobility system; | 6. Underlines that a modal shift towards high-speed rail may contribute significantly to reducing emissions, a strategic-autonomy lever and an economic opportunity, as it will reduce fossil-fuel dependence, free capacity on conventional lines and bolster the EU’s mobility system; |
| Motion for a resolution | Amendment |
|---|---|
| 6a. A modal shift can also contribute to reducing congestion in European airspace by redistributing transport demand on short- and medium-haul routes, where high-speed rail can be an attractive alternative to aviation. This will reduce pressure on capacity in parts of the airspace and free up slots at airports for long-haul flights, thereby enabling, inter alia, better handling of tourist traffic from outside Europe; |
| Motion for a resolution | Amendment |
|---|---|
| 6a. Calls for fast-track procedures to accelerate permitting for rail infrastructure projects – either by reducing the number of permits required or the time necessary to obtain them; |
| Motion for a resolution | Amendment |
|---|---|
| 6b. A modal shift should be based on the principles of competitiveness of transport offers, where the passenger decides on the choice of mode of transport based on the time and cost of travel, the quality and reliability of the service and the effective protection of passenger rights; |
| Motion for a resolution | Amendment |
|---|---|
| 7. Welcomes the modal-shift ambition outlined in the 2025 communication, but considers binding targets indispensable; calls on the Commission to set, by 2027, EU objectives for high-speed rail deployment alongside a 2040 modal-shift target covering intra-EU short-haul aviation and long-distance road transport, measured across all regions and not only capital-to-capital corridors; | deleted |
| Motion for a resolution | Amendment |
|---|---|
| 7. Welcomes the modal-shift ambition outlined in the 2025 communication, but considers binding targets indispensable; calls on the Commission to set, by 2027, EU objectives for high-speed rail deployment alongside a 2040 modal-shift target covering intra-EU short-haul aviation and long-distance road transport, measured across all regions and not only capital-to-capital corridors; | 7. Welcomes the modal-shift ambition outlined in the 2025 communication; considers, however, that any EU objectives must respect Member States' geographic specificities, infrastructure starting positions and the principle of technological neutrality; stresses that train speed cannot become an objective in itself, and that the expansion of high-speed rail must safeguard, rather than displace, conventional rail connections serving smaller cities, towns and rural communities, as balanced and equitable territorial access to transport for all citizens, regardless of where they live, is an integral condition of any credible modal-shift policy; calls on the Commission to focus, by 2027, on infrastructure deployment objectives and incentive-based measures across all regions, including peripheral and Eastern Member States, rather than on mode-specific binding shift targets covering intra-EU aviation and long-distance road transport; |
| Motion for a resolution | Amendment |
|---|---|
| 7. Welcomes the modal-shift ambition outlined in the 2025 communication, but considers binding targets indispensable; calls on the Commission to set, by 2027, EU objectives for high-speed rail deployment alongside a 2040 modal-shift target covering intra-EU short-haul aviation and long-distance road transport, measured across all regions and not only capital-to-capital corridors; | 7. Welcomes the modal-shift ambition outlined in the 2025 communication, but considers binding targets indispensable; calls on the Commission to set, by 2027, EU objectives for high-speed rail deployment alongside a 2040 modal-shift target covering intra-EU short-haul aviation and long-distance road transport, measured across all regions and not only capital-to-capital corridors; calls on the Commission to draw up and present legislation to simplify and speed up investment procedures relating to high-speed rail, in particular with regard to expropriations where necessary, spatial planning and the construction process; |
| Motion for a resolution | Amendment |
|---|---|
| 7. Welcomes the modal-shift ambition outlined in the 2025 communication, but considers binding targets indispensable; calls on the Commission to set, by 2027, EU objectives for high-speed rail deployment alongside a 2040 modal-shift target covering intra-EU short-haul aviation and long-distance road transport, measured across all regions and not only capital-to-capital corridors; | 7. Welcomes the modal-shift ambition outlined in the 2025 communication, but considers that future Union objectives should be based on comprehensive impact assessments, technological neutrality and the specific transport needs of Member States, in accordance with the principles of subsidiarity and proportionality; calls on the Commission to set, by 2027, EU objectives for high-speed rail deployment alongside a 2040 modal-shift target covering intra-EU short-haul aviation and long-distance road transport, measured across all regions and not only capital-to-capital corridors; |
| Motion for a resolution | Amendment |
|---|---|
| 7. Welcomes the modal-shift ambition outlined in the 2025 communication, but considers binding targets indispensable; calls on the Commission to set, by 2027, EU objectives for high-speed rail deployment alongside a 2040 modal-shift target covering intra-EU short-haul aviation and long-distance road transport, measured across all regions and not only capital-to-capital corridors; | 7. Welcomes the modal-shift ambition outlined in the 2025 communication, and considers that indicative targets could serve as a guide to demonstrate the level of ambition for increasing rail passenger transport; |
| Motion for a resolution | Amendment |
|---|---|
| 7. Welcomes the modal-shift ambition outlined in the 2025 communication, but considers binding targets indispensable; calls on the Commission to set, by 2027, EU objectives for high-speed rail deployment alongside a 2040 modal-shift target covering intra-EU short-haul aviation and long-distance road transport, measured across all regions and not only capital-to-capital corridors; | 7. Welcomes the modal-shift ambition outlined in the 2025 communication, and considers that it should be based on the principles of competitiveness of transport offers, where the passenger decides on the choice of mode of transport based on the time and cost of travel, the quality and reliability of the service and the effective protection of passenger rights; |
| Motion for a resolution | Amendment |
|---|---|
| 7. Welcomes the modal-shift ambition outlined in the 2025 communication, but considers binding targets indispensable; calls on the Commission to set, by 2027, EU objectives for high-speed rail deployment alongside a 2040 modal-shift target covering intra-EU short-haul aviation and long-distance road transport, measured across all regions and not only capital-to-capital corridors; | 7. Welcomes the modal-shift ambition outlined in the 2025 communication, but points out that Member States have the freedom to make decisions relating to spatial planning and the transportation mix; calls on the Commission to propose purely indicative guidelines for high-speed rail deployment that respect the local geographical and economic realities and do not penalise the regional aviation and road transport sectors; |
Sophia Kircher, Markus Ferber, Dariusz Joński, Elżbieta Katarzyna Łukacijewska, Borja Giménez Larraz, Alexandra Mehnert, Gheorghe Falcă
| Motion for a resolution | Amendment |
|---|---|
| 8. Supports competitive high-speed corridors with top speeds of at least 250 km/h, with an ambition of achieving connections with speeds of 350 km/h, subject to independent cost-benefit analyses integrating criteria relating to climate, geographic specificities, cohesion and life cycles; | 8. Supports competitive high-speed corridors with top speeds of at least 250 km/h, with an ambition of achieving connections with speeds of 350 km/h, subject to independent cost-benefit analyses, grounded on realistic traffic forecast and genuine market demand and integrating criteria relating to climate, geographic specificities, cohesion and life cycles, ensuring a balanced use of infrastructure between passenger and freight rail transport, while respecting diverging national infrastructure and operational models realities, such as mixed-traffic railway networks across Member States; |
| Motion for a resolution | Amendment |
|---|---|
| 8. Supports competitive high-speed corridors with top speeds of at least 250 km/h, with an ambition of achieving connections with speeds of 350 km/h, subject to independent cost-benefit analyses integrating criteria relating to climate, geographic specificities, cohesion and life cycles; | 8. Supports competitive high-speed corridors with top speeds of at least 250 km/h, with an ambition of achieving connections with speeds of 350 km/h, subject to independent cost-benefit analyses integrating criteria relating to climate, geographic specificities, cohesion and life cycles; stresses that the connections to high-speed rail lines designed, constructed, equipped or operated by companies from third countries should comply with relevant European safety, interoperability and technical standards and be subject to mandatory certification by a competent European certification body; |
| Motion for a resolution | Amendment |
|---|---|
| 8. Supports competitive high-speed corridors with top speeds of at least 250 km/h, with an ambition of achieving connections with speeds of 350 km/h, subject to independent cost-benefit analyses integrating criteria relating to climate, geographic specificities, cohesion and life cycles; | 8. Supports competitive high-speed corridors with top speeds of at least 250 km/h, with an ambition of achieving connections with speeds of 350 km/h, subject to independent cost-benefit analyses integrating criteria relating to climate, geographic specificities, cohesion and life cycles; recalls that Regulation (EU) 2024/1679 sets minimum infrastructure requirements for rail travel speed, whereby passenger railway lines on the core and extended core network must support trains traveling at speeds of 160 km/h or faster by 2040; |
| Motion for a resolution | Amendment |
|---|---|
| 8. Supports competitive high-speed corridors with top speeds of at least 250 km/h, with an ambition of achieving connections with speeds of 350 km/h, subject to independent cost-benefit analyses integrating criteria relating to climate, geographic specificities, cohesion and life cycles; | 8. Supports competitive high-speed corridors with top speeds of at least 250 km/h, with an ambition of achieving connections with speeds of 350 km/h for passengers and 250km/h for freight services, exploring the potential to introduce electric multiple units (EMUs) express freight for parcel, high value and time sensitive goods, subject to independent cost-benefit analyses integrating criteria relating to climate, geographic specificities, cohesion and life cycles; |
| Motion for a resolution | Amendment |
|---|---|
| 8. Supports competitive high-speed corridors with top speeds of at least 250 km/h, with an ambition of achieving connections with speeds of 350 km/h, subject to independent cost-benefit analyses integrating criteria relating to climate, geographic specificities, cohesion and life cycles; | 8. Supports competitive high-speed corridors with top speeds of at least 250 km/h, with 350 km/h to be pursued where economically and geographically justified on core network sections, subject to independent cost-benefit analyses fully integrating criteria relating to climate, geographic specificities, territorial cohesion, life cycles and the starting position of Member States' rail networks, and ensuring integration with major intermodal transport hubs; |
| Motion for a resolution | Amendment |
|---|---|
| 8. Supports competitive high-speed corridors with top speeds of at least 250 km/h, with an ambition of achieving connections with speeds of 350 km/h, subject to independent cost-benefit analyses integrating criteria relating to climate, geographic specificities, cohesion and life cycles; | 8. Supports the development of competitive high-speed rail corridors, with technical parameters and design speed determined on the basis of objective socio-economic cost-benefit analyses, expected passenger and freight demand, operational efficiency, geographical conditions and the specific operational characteristics of individual corridors; |
| Motion for a resolution | Amendment |
|---|---|
| 9. Calls for fiscal alignment between transport modes in line with the ‘polluter pays’ principle, including the revision of the Energy Taxation2and VAT3Directives, as a contribution to Europe’s energy resilience and strategic autonomy; | deleted |
| 2 Council Directive 2003/96/EC of 27 October 2003 restructuring the Community framework for the taxation of energy products and electricity (OJ L 283, 31.10.2003, p. 51, ELI: http://data.europa.eu/eli/dir/2003/96/oj). | |
| 3 Council Directive 2006/112/EC of 28 November 2006 on the common system of value added tax (OJ L 347, 11.12.2006, p. 1, ELI: http://data.europa.eu/eli/dir/2006/112/oj). |
Sophia Kircher, Markus Ferber, Dariusz Joński, Elżbieta Katarzyna Łukacijewska, Flavio Tosi, Borja Giménez Larraz, Alexandra Mehnert, Gheorghe Falcă
| Motion for a resolution | Amendment |
|---|---|
| 9. Calls for fiscal alignment between transport modes in line with the ‘polluter pays’ principle, including the revision of the Energy Taxation2 and VAT3 Directives, as a contribution to Europe’s energy resilience and strategic autonomy; | deleted |
| 2 Council Directive 2003/96/EC of 27 October 2003 restructuring the Community framework for the taxation of energy products and electricity (OJ L 283, 31.10.2003, p. 51, ELI: http://data.europa.eu/eli/dir/2003/96/oj). | |
| 3 Council Directive 2006/112/EC of 28 November 2006 on the common system of value added tax (OJ L 347, 11.12.2006, p. 1, ELI: http://data.europa.eu/eli/dir/2006/112/oj). |
| Motion for a resolution | Amendment |
|---|---|
| 9. Calls for fiscal alignment between transport modes in line with the ‘polluter pays’ principle, including the revision of the Energy Taxation2 and VAT3 Directives, as a contribution to Europe’s energy resilience and strategic autonomy; | deleted |
| 2 Council Directive 2003/96/EC of 27 October 2003 restructuring the Community framework for the taxation of energy products and electricity (OJ L 283, 31.10.2003, p. 51, ELI: http://data.europa.eu/eli/dir/2003/96/oj). | |
| 3 Council Directive 2006/112/EC of 28 November 2006 on the common system of value added tax (OJ L 347, 11.12.2006, p. 1, ELI: http://data.europa.eu/eli/dir/2006/112/oj). |
| Motion for a resolution | Amendment |
|---|---|
| 9. Calls for fiscal alignment between transport modes in line with the ‘polluter pays’ principle, including the revision of the Energy Taxation2 and VAT3 Directives, as a contribution to Europe’s energy resilience and strategic autonomy; | 9. Calls for supporting rail competitiveness through dedicated infrastructure funds, including the Connecting Europe Facility and Cohesion Policy funds, rather than through increasing the tax burden on other transport modes such as aviation; recalls that the application of the polluter-pays principle in the field of taxation, including any revision of the Energy Taxation2 Directive and the VAT3 Directive, falls within the unanimity rule of the Council and cannot prejudge ongoing competitiveness considerations. |
| 2 Council Directive 2003/96/EC of 27 October 2003 restructuring the Community framework for the taxation of energy products and electricity (OJ L 283, 31.10.2003, p. 51, ELI: http://data.europa.eu/eli/dir/2003/96/oj). | 2 Council Directive 2003/96/EC of 27 October 2003 restructuring the Community framework for the taxation of energy products and electricity (OJ L 283, 31.10.2003, p. 51, ELI: http://data.europa.eu/eli/dir/2003/96/oj). |
| 3 Council Directive 2006/112/EC of 28 November 2006 on the common system of value added tax (OJ L 347, 11.12.2006, p. 1, ELI: http://data.europa.eu/eli/dir/2006/112/oj). | 3 Council Directive 2006/112/EC of 28 November 2006 on the common system of value added tax (OJ L 347, 11.12.2006, p. 1, ELI: http://data.europa.eu/eli/dir/2006/112/oj). |
| Motion for a resolution | Amendment |
|---|---|
| 9. Calls for fiscal alignment between transport modes in line with the ‘polluter pays’ principle, including the revision of the Energy Taxation2 and VAT3 Directives, as a contribution to Europe’s energy resilience and strategic autonomy; | 9. Calls for fiscal alignment between transport modes in line with the ‘polluter pays’ principle and the objective of fair competition, through the completion of the Energy Taxation revision2 and VAT3 Directives, thereby supporting Union’s climate goals, energy resilience and strategic autonomy; |
| 2 Council Directive 2003/96/EC of 27 October 2003 restructuring the Community framework for the taxation of energy products and electricity (OJ L 283, 31.10.2003, p. 51, ELI: http://data.europa.eu/eli/dir/2003/96/oj). | 2 Council Directive 2003/96/EC of 27 October 2003 restructuring the Community framework for the taxation of energy products and electricity (OJ L 283, 31.10.2003, p. 51, ELI: http://data.europa.eu/eli/dir/2003/96/oj). |
| 3 Council Directive 2006/112/EC of 28 November 2006 on the common system of value added tax (OJ L 347, 11.12.2006, p. 1, ELI: http://data.europa.eu/eli/dir/2006/112/oj). | 3 Council Directive 2006/112/EC of 28 November 2006 on the common system of value added tax (OJ L 347, 11.12.2006, p. 1, ELI: http://data.europa.eu/eli/dir/2006/112/oj). |
| Motion for a resolution | Amendment |
|---|---|
| 9. Calls for fiscal alignment between transport modes in line with the ‘polluter pays’ principle, including the revision of the Energy Taxation2and VAT3Directives, as a contribution to Europe’s energy resilience and strategic autonomy; | 9. Calls for the allocation of funding for the purchase of locomotives and diesel multiple units as rolling stock to enhance military mobility and as an alternative for organising efficient public transport on non-electrified railway lines; |
| 2 Council Directive 2003/96/EC of 27 October 2003 restructuring the Community framework for the taxation of energy products and electricity (OJ L 283, 31.10.2003, p. 51, ELI: http://data.europa.eu/eli/dir/2003/96/oj). | |
| 3 Council Directive 2006/112/EC of 28 November 2006 on the common system of value added tax (OJ L 347, 11.12.2006, p. 1, ELI: http://data.europa.eu/eli/dir/2006/112/oj). |
| Motion for a resolution | Amendment |
|---|---|
| 9. Calls for fiscal alignment between transport modes in line with the ‘polluter pays’ principle, including the revision of the Energy Taxation2 and VAT3 Directives, as a contribution to Europe’s energy resilience and strategic autonomy; | 9. Calls on the Commission to continue promoting fair and efficient competition between transport modes through coherent and evidence-based transport policies, taking due account of the specific characteristics of each mode of transport; |
| 2 Council Directive 2003/96/EC of 27 October 2003 restructuring the Community framework for the taxation of energy products and electricity (OJ L 283, 31.10.2003, p. 51, ELI: http://data.europa.eu/eli/dir/2003/96/oj). | |
| 3 Council Directive 2006/112/EC of 28 November 2006 on the common system of value added tax (OJ L 347, 11.12.2006, p. 1, ELI: http://data.europa.eu/eli/dir/2006/112/oj). |
| Motion for a resolution | Amendment |
|---|---|
| 9a. Considers that achieving a genuine modal shift towards high-speed rail should rely first and foremost on improving rail's own competitiveness, through better market access, cross-border ticketing integration and removal of operational barriers to new entrants; recognises that the question of fiscal alignment between transport modes is a matter for Member States acting within the Council under the applicable Treaty provisions, and that any approach in this area should be evidence-based and take account of connectivity needs, particularly in peripheral and island regions (RUPs); |
| Motion for a resolution | Amendment |
|---|---|
| 10. Welcomes the nationwide rail subscriptions available in several Member States as proof that predictable pricing drives ridership; takes note of the ongoing legislative work on rail ticketing, multimodal booking and rail passenger rights; expecting that these instruments will deliver mandatory through-ticketing across all rail operators, a legally enforceable guarantee of onward travel in the event of missed connections, and access to open data and public booking platforms; | 10. Welcomes the nationwide rail subscriptions available in several Member States as proof that predictable pricing drives ridership; takes note of the ongoing legislative work on rail ticketing, multimodal booking and rail passenger rights; expecting that these instruments will deliver mandatory through-ticketing across all rail operators, a legally enforceable guarantee of onward travel in the event of missed connections, and access to open data and public booking platforms; |
| Stresses, however, that the reform of ticketing systems must safeguard the revenue of rail operators and prevent commercial intermediaries from capturing a disproportionate share of the value generated by the sale of transport tickets without contributing to the financing, operation or development of the network; calls on the Commission to ensure that any regulatory framework on ticket distribution guarantees transparency of commissions, equitable access to operators' direct fares and the neutrality of booking platforms, so that the digital transition in ticketing serves passengers and strengthens the public rail model rather than undermining it; |
| Motion for a resolution | Amendment |
|---|---|
| 10. Welcomes the nationwide rail subscriptions available in several Member States as proof that predictable pricing drives ridership; takes note of the ongoing legislative work on rail ticketing, multimodal booking and rail passenger rights; expecting that these instruments will deliver mandatory through-ticketing across all rail operators, a legally enforceable guarantee of onward travel in the event of missed connections, and access to open data and public booking platforms; | 10. Welcomes the nationwide rail subscriptions available in several Member States as proof that predictable pricing drives ridership; takes note of the ongoing legislative work on rail ticketing, multimodal booking and rail passenger rights; expecting that these instruments will deliver mandatory through-ticketing across all rail operators, a legally enforceable guarantee of onward travel in the event of missed connections, and access to open data and public booking platforms; |
| Considers that public booking platforms, as well as interoperable solutions developed under public control or public governance, must play a central role in the European ticketing ecosystem, in order to ensure tariff transparency, data protection, non-discrimination between operators, continuity of service, and the reallocation of the value created to the financing and improvement of the rail system |
| Motion for a resolution | Amendment |
|---|---|
| 10. Welcomes the nationwide rail subscriptions available in several Member States as proof that predictable pricing drives ridership; takes note of the ongoing legislative work on rail ticketing, multimodal booking and rail passenger rights; expecting that these instruments will deliver mandatory through-ticketing across all rail operators, a legally enforceable guarantee of onward travel in the event of missed connections, and access to open data and public booking platforms; | 10. Welcomes the nationwide rail subscriptions available in several Member States as proof that predictable pricing drives ridership; takes note of the ongoing legislative work on rail ticketing, multimodal booking and rail passenger rights; notes that independent distribution platforms already include, and enable comparisons of, offers from multiple operators on a voluntary commercial and technological basis; expecting that these instruments will respect the commercial autonomy of the incumbent operators and be based on voluntary and bilateral commercial agreements to deliver mandatory through-ticketing, ensuring that the responsibility for providing assistance in the event of a missed connection lies solely with the operator responsible for the delay; rejects any obligation for universal access to national operators’ commercial data and digital booking platforms; |
| Motion for a resolution | Amendment |
|---|---|
| 10. Welcomes the nationwide rail subscriptions available in several Member States as proof that predictable pricing drives ridership; takes note of the ongoing legislative work on rail ticketing, multimodal booking and rail passenger rights; expecting that these instruments will deliver mandatory through-ticketing across all rail operators, a legally enforceable guarantee of onward travel in the event of missed connections, and access to open data and public booking platforms; | 10. Welcomes the nationwide rail subscriptions available in several Member States as proof that predictable pricing drives ridership; takes note of the ongoing legislative work on rail ticketing, multimodal booking and rail passenger rights; expecting that these instruments will deliver mandatory through-ticketing across all rail operators, a legally enforceable guarantee of onward travel in the event of missed connections, and access to open data and public booking platforms; |
| Requests the integration of ticketing systems to be accompanied by tariff accessibility requirements, particularly for young people, students, workers, the elderly, persons with disabilities, and households facing poverty, and that it enables the creation of multi-operator transport passes. |
| Motion for a resolution | Amendment |
|---|---|
| 10. Welcomes the nationwide rail subscriptions available in several Member States as proof that predictable pricing drives ridership; takes note of the ongoing legislative work on rail ticketing, multimodal booking and rail passenger rights; expecting that these instruments will deliver mandatory through-ticketing across all rail operators, a legally enforceable guarantee of onward travel in the event of missed connections, and access to open data and public booking platforms; | 10. Welcomes the nationwide rail subscriptions available in several Member States and schemes reducing track access charges as proof that predictable pricing drives ridership; takes note of the ongoing legislative work on rail ticketing, multimodal booking and rail passenger rights; expecting that these instruments will deliver mandatory through-ticketing across all rail operators, a legally enforceable guarantee of onward travel in the event of missed connections, and a framework that ensures rail journeys and tickets are visible, accessible and easily comparable across digital booking platforms and to a wider audience, enabling consumers to consider rail as a viable and attractive alternative to other means of travel; |
| Motion for a resolution | Amendment |
|---|---|
| 10. Welcomes the nationwide rail subscriptions available in several Member States as proof that predictable pricing drives ridership; takes note of the ongoing legislative work on rail ticketing, multimodal booking and rail passenger rights; expecting that these instruments will deliver mandatory through-ticketing across all rail operators, a legally enforceable guarantee of onward travel in the event of missed connections, and access to open data and public booking platforms; | 10. Welcomes the nationwide rail subscriptions available in several Member States as proof that predictable pricing drives ridership; calls on Member States and railway undertakings to make high-speed train tickets more affordable, to limit price fluctuations for the same journey and to make the pricing of high-speed train tickets more transparent to consumers; takes note of the ongoing legislative work on rail ticketing, multimodal booking and rail passenger rights; expecting that these instruments will deliver mandatory through-ticketing across all rail operators, a legally enforceable guarantee of onward travel in the event of missed connections, and access to open data and public booking platforms; |
Sophia Kircher, Markus Ferber, Dariusz Joński, Elżbieta Katarzyna Łukacijewska, Flavio Tosi, Borja Giménez Larraz, Alexandra Mehnert, Gheorghe Falcă
| Motion for a resolution | Amendment |
|---|---|
| 10. Welcomes the nationwide rail subscriptions available in several Member States as proof that predictable pricing drives ridership; takes note of the ongoing legislative work on rail ticketing, multimodal booking and rail passenger rights; expecting that these instruments will deliver mandatory through-ticketing across all rail operators, a legally enforceable guarantee of onward travel in the event of missed connections, and access to open data and public booking platforms; | 10. Welcomes the nationwide rail subscriptions, in which all operators can participate, available in several Member States as one example that predictable pricing drives ridership; highlights that increased competition has lowered fares on long-distance high-speed services, boosting ridership and supporting a modal shift without such public subsidies; |
| Motion for a resolution | Amendment |
|---|---|
| 10. Welcomes the nationwide rail subscriptions available in several Member States as proof that predictable pricing drives ridership; takes note of the ongoing legislative work on rail ticketing, multimodal booking and rail passenger rights; expecting that these instruments will deliver mandatory through-ticketing across all rail operators, a legally enforceable guarantee of onward travel in the event of missed connections, and access to open data and public booking platforms; | 10. Welcomes the nationwide rail subscriptions available in several Member States as proof that predictable pricing drives ridership; takes note of the ongoing legislative work on rail ticketing, multimodal booking and rail passenger rights; expecting that these instruments will deliver interoperable ticketing solutions across all rail operators, a legally enforceable guarantee of onward travel in the event of missed connections, and access to open data and public booking platforms; |
| Motion for a resolution | Amendment |
|---|---|
| 10. Welcomes the nationwide rail subscriptions available in several Member States as proof that predictable pricing drives ridership; takes note of the ongoing legislative work on rail ticketing, multimodal booking and rail passenger rights; expecting that these instruments will deliver mandatory through-ticketing across all rail operators, a legally enforceable guarantee of onward travel in the event of missed connections, and access to open data and public booking platforms; | 10. Welcomes initiatives in several Member States as effective tools to encourage modal shift towards rail and simplify access to rail services; welcomes the ongoing legislative work on rail ticketing, multimodal booking and rail passenger rights; expecting that these instruments will deliver mandatory through-ticketing across all rail operators, a legally enforceable guarantee of onward travel in the event of missed connections, and access to open data and public booking platforms; |
| Motion for a resolution | Amendment |
|---|---|
| 10. Welcomes the nationwide rail subscriptions available in several Member States as proof that predictable pricing drives ridership; takes note of the ongoing legislative work on rail ticketing, multimodal booking and rail passenger rights; expecting that these instruments will deliver mandatory through-ticketing across all rail operators, a legally enforceable guarantee of onward travel in the event of missed connections, and access to open data and public booking platforms; | 10. Welcomes the nationwide rail subscriptions available in several Member States as proof that predictable pricing drives ridership; takes note of the ongoing legislative work on rail ticketing, multimodal booking and rail passenger rights; stresses that any future legislative initiatives concerning cross-border ticketing should remain proportionate, preserve commercial flexibility, ensure fair competition and avoid disproportionate administrative burdens on railway undertakings; |
Sophia Kircher, Dariusz Joński, Markus Ferber, Elżbieta Katarzyna Łukacijewska, Flavio Tosi, Borja Giménez Larraz, Alexandra Mehnert, Martine Kemp, Gheorghe Falcă
| Motion for a resolution | Amendment |
|---|---|
| 10a. Welcomes the ongoing legislative work on rail ticketing, multimodal booking and rail passenger rights; expecting that these instruments will deliver mandatory and workable through-ticketing across all rail operators, a legally enforceable guarantee of onward travel in the event of missed connections, and access to open data and public booking platforms and an obligation for dominant rail ticket vendors to offer the services of independent operators on fair, reasonable and non-discriminatory terms; |
| Motion for a resolution | Amendment |
|---|---|
| 10a. In line with the newly adopted CountEmissionsEU framework, encourages rail operators to calculate, display and share emissions data with relevant third parties, including ticket vendors and mobility platforms; ensuring that consumers have access to transparent information and allowing rail to fully leverage its environmental and energy-efficiency advantages in comparison with other transport modes. |
Valérie Devaux, Jan-Christoph Oetjen, Benoit Cassart, Oihane Agirregoitia Martínez, Jeannette Baljeu
| Motion for a resolution | Amendment |
|---|---|
| 10a. Stresses that competition brings a significant addition to the quality and the diversity of the high-speed offer where the open access regulatory framework is correctly implemented. |
| Motion for a resolution | Amendment |
|---|---|
| 11. Welcomes the Commission’s commitment to deliver a European high-speed rail deal as an opportunity for a coherent financing architecture to address the EUR 345 billion high-speed rail investment gap; calls for a European industrial master plan to industrialise how Europe builds, signals and operates its network, avoiding European Rail Traffic Management System (ERTMS)-style fragmentation; | 11. Welcomes the Commission’s commitment to deliver a European high-speed rail deal as an opportunity for a coherent financing architecture, based on CEF as the main EU instrument for cross-border rail infrastructure and complemented by the NRPP and ECF support for national investment pipelines, technological enablers, hubs and rolling stock, to address the EUR 345 billion high-speed rail investment gap; calls for a European industrial master plan to industrialise how Europe builds, signals and operates its network, avoiding European Rail Traffic Management System (ERTMS)-style fragmentation; stresses the need for the coherent and complementary use of funding under the Connecting Europe Facility and the new National and Regional Partnership Plans for the refurbishment and modernisation of regional and local railway lines connecting communities, economic centres and intermodal nodes with high-speed corridors, particularly where such investment supports a credible modernisation of connecting lines, thereby ensuring that investment in high-speed rail benefits the wider transport network and strengthens territorial cohesion. |
| Motion for a resolution | Amendment |
|---|---|
| 11. Welcomes the Commission’s commitment to deliver a European high-speed rail deal as an opportunity for a coherent financing architecture to address the EUR 345 billion high-speed rail investment gap; calls for a European industrial master plan to industrialise how Europe builds, signals and operates its network, avoiding European Rail Traffic Management System (ERTMS)-style fragmentation; | 11. Welcomes the Commission’s commitment to deliver a European high-speed rail deal as an opportunity for a coherent financing architecture to address the EUR 345 billion high-speed rail investment gap; calls for a European industrial master plan to industrialise how Europe builds, signals and operates its network, avoiding European Rail Traffic Management System (ERTMS)-style fragmentation; stresses that the European high-speed rail deal should give particular priority to Member States and regions where high-speed rail networks are still under development, ensuring balanced territorial cohesion across the Union through support for the construction of new high-speed rail infrastructure alongside the modernisation of existing rail networks; |
Ana Vasconcelos, Benoit Cassart, Valérie Devaux, Jan-Christoph Oetjen, Oihane Agirregoitia Martínez, Jeannette Baljeu
| Motion for a resolution | Amendment |
|---|---|
| 11. Welcomes the Commission’s commitment to deliver a European high-speed rail deal as an opportunity for a coherent financing architecture to address the EUR 345 billion high-speed rail investment gap; calls for a European industrial master plan to industrialise how Europe builds, signals and operates its network, avoiding European Rail Traffic Management System (ERTMS)-style fragmentation; | 11. Welcomes the Commission’s commitment to deliver a European high-speed rail deal as a key step towards closing the estimated EUR 345 billion investment gap and creating a more attractive environment for long-term investment; calls for a European rail industrial, innovation and deployment master plan to strengthen the competitiveness of the European rail supply industry, remove technical, operational and administrative barriers that increase risks for private investors and overall costs for rail services, accelerate the uptake of standardised and interoperable technologies and ensure a coordinated roll-out across the Union; calls for European Rail Traffic Management System (ERTMS) deployment and harmonisation to drive industrial scale delivery; |
Sophia Kircher, Dariusz Joński, Markus Ferber, Elżbieta Katarzyna Łukacijewska, Flavio Tosi, Borja Giménez Larraz, Alexandra Mehnert, Martine Kemp, Gheorghe Falcă
| Motion for a resolution | Amendment |
|---|---|
| 11. Welcomes the Commission’s commitment to deliver a European high-speed rail deal as an opportunity for a coherent financing architecture to address the EUR 345 billion high-speed rail investment gap; calls for a European industrial master plan to industrialise how Europe builds, signals and operates its network, avoiding European Rail Traffic Management System (ERTMS)-style fragmentation; | 11. Welcomes the Commission’s commitment to deliver a European high-speed rail deal as an opportunity for a coherent financing architecture to address the EUR 345 billion high-speed rail investment gap; calls for a European industrial master plan and a continuous harmonisation effort to industrialise and to streamline how Europe finances, builds, signals and operates its network, removing technical, operational and administrative barriers that increase risks for private investors and overall costs for rail services, avoiding European Rail Traffic Management System (ERTMS)-style fragmentation; calls for harmonised ERTMS deployment and harmonisation to drive industrial scale delivery; |
| Motion for a resolution | Amendment |
|---|---|
| 11. Welcomes the Commission’s commitment to deliver a European high-speed rail deal as an opportunity for a coherent financing architecture to address the EUR 345 billion high-speed rail investment gap; calls for a European industrial master plan to industrialise how Europe builds, signals and operates its network, avoiding European Rail Traffic Management System (ERTMS)-style fragmentation; | 11. Welcomes the Commission’s commitment to deliver a European high-speed rail deal; stresses that the successful deployment of the European high-speed rail network requires adequate, stable, predictable and long-term financing, primarily through the Connecting Europe Facility (CEF), the next Multiannual Financial Framework (MFF) and other existing Union financial instruments; calls for a European industrial strategy to strengthen the competitiveness, innovation and resilience of the European rail supply industry while supporting the efficient deployment of the European Rail Traffic Management System (ERTMS) and avoiding unnecessary fragmentation; |
| Motion for a resolution | Amendment |
|---|---|
| 11. Welcomes the Commission’s commitment to deliver a European high-speed rail deal as an opportunity for a coherent financing architecture to address the EUR 345 billion high-speed rail investment gap; calls for a European industrial master plan to industrialise how Europe builds, signals and operates its network, avoiding European Rail Traffic Management System (ERTMS)-style fragmentation; | 11. Welcomes the Commission’s commitment to deliver a European high-speed rail deal as an opportunity for a coherent financing architecture to address the EUR 345 billion high-speed rail investment gap; calls for a European industrial common strategic framework to industrialise how Europe builds, strengthening European manufacturers, technological sovereignty and resilient supply chains, avoiding European Rail Traffic Management System (ERTMS)-style fragmentation; |
| Motion for a resolution | Amendment |
|---|---|
| 11a. Calls for an ambitious Connecting Europe Facility with a budget of EUR 100 billion in current prices for the period 2028–2034, and the inclusion of eligible actions relating to the projects of common interest to implement a European high-speed rail network connecting European capitals and metropolitan regions; stresses that the financing and construction of European high-speed rail networks should strengthen the Union’s industrial and technological base by supporting European infrastructure-building companies, European signalling and traffic-management systems, and rolling stock designed and manufactured in Europe, in accordance with Union law and international commitments; |
| Motion for a resolution | Amendment |
|---|---|
| 11a. Highlights the substantial investment needs associated with the development of high-speed rail networks and underlines the importance of ensuring an ambitious and adequately resourced EU funding framework; stresses, in this context, the central role of the Connecting Europe Facility (CEF) as a strategic instrument to support the implementation of the TEN-T, maximising synergies with other financial instruments and enhancing its impact at both cross-border and national level, through investments on last-mile sections and connectivity to urban nodes and multimodal passenger hubs; |
| Motion for a resolution | Amendment |
|---|---|
| 11a. Stresses the need to preserve and strengthen the Connecting Europe Facility (CEF) as a dedicated instrument for financing transport infrastructure, in particular for cross-border rail projects; highlights the opportunities presented by the European Competitiveness Fund (ECF) to support investment in strategic rail infrastructure, innovation and industrial capacity, thereby contributing to the development of an integrated European high-speed rail network; |
| Motion for a resolution | Amendment |
|---|---|
| 11a. Calls on the Commission to ensure that future Union investment gives priority to projects completing missing cross-border links, strengthening the TEN-T core network and reducing historical infrastructure disparities by improving connectivity in Member States and regions where high-speed rail infrastructure remains significantly less developed, thereby contributing to more balanced territorial development across the Union; |
| Motion for a resolution | Amendment |
|---|---|
| 11b. Calls for the establishment of a European rail industrial strategy as a key instrument to coordinate and streamline the planning and execution of infrastructure works, signalling systems and network operations, based on an industrialised and time-bound approach; underlines that this framework should support seamless interoperability, accelerate the deployment of ERTMS while ensuring full compatibility, and be underpinned by an ambitious and predictable funding framework aligned with the industrialisation strategy of ERTMS; |
| Motion for a resolution | Amendment |
|---|---|
| 11b. Recalls that cohesion policy and its successor instrument under the next MFF, the National and Regional Partnership Plans (NRPP), should continue to support rail investments that promote economic, social and territorial cohesion, including high-speed rail infrastructure upgrades where it contributes to the completion of the TEN-T network, strengthens cross-border connectivity, improves accessibility for peripheral and less-connected regions and delivers wider benefits for the European rail system; |
| Motion for a resolution | Amendment |
|---|---|
| 11c. Acknowledges that EU funding will by itself not be enough to cover the costs of a modern and expanded European high-speed network, and encourages the use of new financing models to support the EU’s objectives; underlines that attracting public and private investment in high-speed rail depends on projects capable of delivering sustainable economic returns and high societal value; calls for an enabling regulatory framework to support the adoption of innovating financing mechanisms, such as the Regulated Asset Base (RAB) model, to mobilise investment while ensuring that investment remains aligned with the public interest; |
| Motion for a resolution | Amendment |
|---|---|
| 11d. Acknowledges the importance of track access charges in contributing to the financing of rail infrastructure; notes that high-speed rail services often face the highest track access charges in the rail sector and that Directive 2012/34/EU allows infrastructure managers to levy higher charges for major infrastructure projects that would not otherwise be financially viable. Stresses, however, that financing arrangements for high-speed rail must be carefully designed to avoid undermining the affordability and accessibility of rail services. Calls for a balanced approach that supports investment in rail infrastructure while ensuring that the European rail network remains accessible, attractive and affordable for all passengers. |
| Motion for a resolution | Amendment |
|---|---|
| 12. Calls on the Commission to mobilise Emissions Trading System (ETS) revenues, including via the ETS2 revision, to finance high-speed rail; supports green rail bonds, the monetisation of avoided emissions and an electricity-crediting mechanism equivalent to the mechanism that exists for road transport; | deleted |
| Motion for a resolution | Amendment |
|---|---|
| 12. Calls on the Commission to mobilise Emissions Trading System (ETS) revenues, including via the ETS2 revision, to finance high-speed rail; supports green rail bonds, the monetisation of avoided emissions and an electricity-crediting mechanism equivalent to the mechanism that exists for road transport; | deleted |
| Motion for a resolution | Amendment |
|---|---|
| 12. Calls on the Commission to mobilise Emissions Trading System (ETS) revenues, including via the ETS2 revision, to finance high-speed rail; supports green rail bonds, the monetisation of avoided emissions and an electricity-crediting mechanism equivalent to the mechanism that exists for road transport; | 12. Calls on the Commission to mobilise Cohesion Policy funds and the Connecting Europe Facility as primary instruments for financing high-speed rail, in a territorially balanced manner that prioritises regions with the largest infrastructure gaps; supports an electricity-crediting mechanism for rail equivalent to the mechanism that exists for road transport; recalls concerns regarding the social and economic impact on households and SMEs of the extension of emissions trading to road transport and buildings under ETS2, and considers that revenues from emissions trading should be deployed in ways that do not compound the cost-of-living pressure on European citizens; |
| Motion for a resolution | Amendment |
|---|---|
| 12. Calls on the Commission to mobilise Emissions Trading System (ETS) revenues, including via the ETS2 revision, to finance high-speed rail; supports green rail bonds, the monetisation of avoided emissions and an electricity-crediting mechanism equivalent to the mechanism that exists for road transport; | 12. Calls on the Commission to mobilise Emissions Trading System (ETS) revenues, including via the ETS2 revision, to finance high-speed rail; supports green rail bonds, guarantees, blended finance, public-private partnerships (PPPs), regulated asset base (RAB) models; further calls for the mobilisation of existing Union funding instruments, with the Connecting Europe Facility (CEF) as the primary instrument for cross-border rail infrastructure, complemented by adequate funding under the National and Regional Partnership Plans (NRPPs) and the European Competitiveness Fund (ECF); |
| Motion for a resolution | Amendment |
|---|---|
| 12. Calls on the Commission to mobilise Emissions Trading System (ETS) revenues, including via the ETS2 revision, to finance high-speed rail; supports green rail bonds, the monetisation of avoided emissions and an electricity-crediting mechanism equivalent to the mechanism that exists for road transport; | 12. Calls on the Commission to explore existing Union financial instruments while fully respecting Member States' competences regarding national budgetary priorities and the use of national revenues; |
| Motion for a resolution | Amendment |
|---|---|
| 12. Calls on the Commission to mobilise Emissions Trading System (ETS) revenues, including via the ETS2 revision, to finance high-speed rail; supports green rail bonds, the monetisation of avoided emissions and an electricity-crediting mechanism equivalent to the mechanism that exists for road transport; | 12. Calls on the Commission to mobilise Emissions Trading System (ETS) and market-based financing instruments for rail infrastructure, including high-speed rail, and to promote innovative financing solutions such as green rail bonds, the monetisation of avoided emissions and an electricity-crediting mechanism equivalent to existing mechanism for other transport modes; |
| Motion for a resolution | Amendment |
|---|---|
| 12. Calls on the Commission to mobilise Emissions Trading System (ETS) revenues, including via the ETS2 revision, to finance high-speed rail; supports green rail bonds, the monetisation of avoided emissions and an electricity-crediting mechanism equivalent to the mechanism that exists for road transport; | 12. Calls on the Commission to mobilise Emissions Trading System (ETS) revenues, including via the ETS2 revision, to finance high-speed rail; supports green rail bonds, guarantees, blended finance, the monetisation of avoided emissions and an electricity-crediting mechanism equivalent to the mechanism that exists for road transport; |
| Motion for a resolution | Amendment |
|---|---|
| 12. Calls on the Commission to mobilise Emissions Trading System (ETS) revenues, including via the ETS2 revision, to finance high-speed rail; supports green rail bonds, the monetisation of avoided emissions and an electricity-crediting mechanism equivalent to the mechanism that exists for road transport; | 12. Calls on the Commission to mobilise Emissions Trading System (ETS) revenues, by requiring Member States to earmark ETS revenues to finance high-speed rail; supports green rail bonds, the monetisation of avoided emissions and an electricity-crediting mechanism equivalent to the mechanism that exists for road transport; |
| Motion for a resolution | Amendment |
|---|---|
| 12a. Calls on the Commission to assess how investment in high-speed infrastructure can simultaneously support the development of a genuine European night train network and the integration of cross-border rail freight as complementary alternatives to short- and medium-haul aviation and road transport; |
| Motion for a resolution | Amendment |
|---|---|
| 13. Recalls the fact that the revised Trans-European Transport Network (TEN-T) Regulation4 sets binding ERTMS deadlines for the core (2030), extended core (2040) and comprehensive (2050) networks; stresses that the current pace is insufficient to meet those targets; calls for accelerated delivery under the Third ERTMS Work Plan, including binding milestones for the decommissioning of Class B legacy signalling and Connecting Europe Facility Transport funding conditionality linked to ERTMS from 2028; entrusts the European Union Railway Agency with technical oversight, the possibility of adopting EU-wide vehicle authorisation by 2027 and the elimination of national-only solutions; | 13. Recalls the fact that the revised Trans-European Transport Network (TEN-T) Regulation4 sets binding ERTMS deadlines for the core (2030), extended core (2040) and comprehensive (2050) networks; stresses that the current pace is insufficient to meet those targets; calls for accelerated delivery under the Third ERTMS Work Plan, including binding milestones for the decommissioning of Class B legacy signalling and Connecting Europe Facility Transport funding conditionality linked to ERTMS ensuring complementary support through NRPP and ECF for ERTMS and other rail technological enablers from 2028; underlines, however, that while ERTMS deployment should remain a priority and be strongly supported through Union funding, railway lines still operating with legacy signalling systems should not be automatically excluded from financing, particularly where investments in maintenance, safety, capacity, resilience or cross-border connectivity are necessary and form part of a credible transition plan towards ERTMS deployment; stresses that current and future generations of ERTMS must be secure by design and protected against cyberattacks, sabotage, manipulation of signalling data, supply-chain interference and other hostile actions by state-sponsored or non-state third-party actors; |
| 4 Regulation (EU) 2024/1679 of the European Parliament and of the Council of 13⁰June 2024 on Union guidelines for the development of the trans-European transport network, amending Regulations (EU) 2021/1153 and (EU) No 913/2010 and repealing Regulation (EU) No 1315/2013 (OJ L, 2024/1679, 28.6.2024, ELI: http://data.europa.eu/eli/reg/2024/1679/oj). | 4 Regulation (EU) 2024/1679 of the European Parliament and of the Council of 13⁰June 2024 on Union guidelines for the development of the trans-European transport network, amending Regulations (EU) 2021/1153 and (EU) No 913/2010 and repealing Regulation (EU) No 1315/2013 (OJ L, 2024/1679, 28.6.2024, ELI: http://data.europa.eu/eli/reg/2024/1679/oj). |
Sophia Kircher, Dariusz Joński, Markus Ferber, Elżbieta Katarzyna Łukacijewska, Flavio Tosi, Borja Giménez Larraz, Alexandra Mehnert, Martine Kemp, Gheorghe Falcă
| Motion for a resolution | Amendment |
|---|---|
| 13. Recalls the fact that the revised Trans-European Transport Network (TEN-T) Regulation4 sets binding ERTMS deadlines for the core (2030), extended core (2040) and comprehensive (2050) networks; stresses that the current pace is insufficient to meet those targets; calls for accelerated delivery under the Third ERTMS Work Plan, including binding milestones for the decommissioning of Class B legacy signalling and Connecting Europe Facility Transport funding conditionality linked to ERTMS from 2028; entrusts the European Union Railway Agency with technical oversight, the possibility of adopting EU-wide vehicle authorisation by 2027 and the elimination of national-only solutions; | 13. Recalls the fact that the revised Trans-European Transport Network (TEN-T) Regulation4 sets binding ERTMS deadlines for the core (2030), extended core (2040) and comprehensive (2050) networks and the decommissioning of legacy signalling systems; stresses that the current funding and pace is insufficient to meet those targets; calls for accelerated delivery under the Third ERTMS Work Plan, including binding milestones for the decommissioning of Class B legacy signalling and Connecting Europe Facility Transport funding conditionality linked to ERTMS from 2028 to incentivise a higher degree of rail standardisation, in particular for ERTMS and additional funding in the CEF for ERTMS trackside and on-board deployment; entrusts the European Union Railway Agency with technical oversight, the possibility of adopting EU-wide vehicle authorisation by 2027, the harmonised and coordinated ERTMS deployment and the elimination of national-only solutions; calls for a fully-resourced and stronger role for ERA as ERTMS System Authority, to ensure the necessary technical harmonisation, facilitation and capacity building across the corridors, sector, industry and Member States; |
| 4 Regulation (EU) 2024/1679 of the European Parliament and of the Council of 13⁰June 2024 on Union guidelines for the development of the trans-European transport network, amending Regulations (EU) 2021/1153 and (EU) No 913/2010 and repealing Regulation (EU) No 1315/2013 (OJ L, 2024/1679, 28.6.2024, ELI: http://data.europa.eu/eli/reg/2024/1679/oj). | 4 Regulation (EU) 2024/1679 of the European Parliament and of the Council of 13⁰June 2024 on Union guidelines for the development of the trans-European transport network, amending Regulations (EU) 2021/1153 and (EU) No 913/2010 and repealing Regulation (EU) No 1315/2013 (OJ L, 2024/1679, 28.6.2024, ELI: http://data.europa.eu/eli/reg/2024/1679/oj). |
Ana Vasconcelos, Benoit Cassart, Valérie Devaux, Jan-Christoph Oetjen, Oihane Agirregoitia Martínez, Jeannette Baljeu
| Motion for a resolution | Amendment |
|---|---|
| 13. Recalls the fact that the revised Trans-European Transport Network (TEN-T) Regulation4 sets binding ERTMS deadlines for the core (2030), extended core (2040) and comprehensive (2050) networks; stresses that the current pace is insufficient to meet those targets; calls for accelerated delivery under the Third ERTMS Work Plan, including binding milestones for the decommissioning of Class B legacy signalling and Connecting Europe Facility Transport funding conditionality linked to ERTMS from 2028; entrusts the European Union Railway Agency with technical oversight, the possibility of adopting EU-wide vehicle authorisation by 2027 and the elimination of national-only solutions; | 13. Recalls the fact that the revised Trans-European Transport Network (TEN-T) Regulation4 sets binding ERTMS deadlines for the core (2030), extended core (2040) and comprehensive (2050) networks; stresses that the current pace is insufficient to meet those targets; calls for accelerated delivery under the Third ERTMS Work Plan, including penalties for missing the milestones for the decommissioning of Class B legacy signalling and conditionality on Connecting Europe Facility Transport funding from 2028 to incentivise a higher degree of rail standardisation, in particular for ERTMS; entrusts the European Union Railway Agency (ERA) with technical oversight, the possibility of adopting EU-wide vehicle authorisation by 2027, the ERTMS harmonised and coordinated deployment and the elimination of national-only solutions; calls for a strengthened and adequately resourced role for the European Union Agency for Railways (ERA) in order to accelerate technical harmonisation, further streamline vehicle authorisation and safety certification procedures, reduce fragmentation, support implementation and foster capacity-building across Member States and stakeholders; |
| 4 Regulation (EU) 2024/1679 of the European Parliament and of the Council of 13⁰June 2024 on Union guidelines for the development of the trans-European transport network, amending Regulations (EU) 2021/1153 and (EU) No 913/2010 and repealing Regulation (EU) No 1315/2013 (OJ L, 2024/1679, 28.6.2024, ELI: http://data.europa.eu/eli/reg/2024/1679/oj). | 4 Regulation (EU) 2024/1679 of the European Parliament and of the Council of 13⁰June 2024 on Union guidelines for the development of the trans-European transport network, amending Regulations (EU) 2021/1153 and (EU) No 913/2010 and repealing Regulation (EU) No 1315/2013 (OJ L, 2024/1679, 28.6.2024, ELI: http://data.europa.eu/eli/reg/2024/1679/oj). |
| Motion for a resolution | Amendment |
|---|---|
| 13. Recalls the fact that the revised Trans-European Transport Network (TEN-T) Regulation4sets binding ERTMS deadlines for the core (2030), extended core (2040) and comprehensive (2050) networks; stresses that the current pace is insufficient to meet those targets; calls for accelerated delivery under the Third ERTMS Work Plan, including binding milestones for the decommissioning of Class B legacy signalling and Connecting Europe Facility Transport funding conditionality linked to ERTMS from 2028; entrusts the European Union Railway Agency with technical oversight, the possibility of adopting EU-wide vehicle authorisation by 2027 and the elimination of national-only solutions; | 13. Recalls the fact that the revised Trans-European Transport Network (TEN-T) Regulation4sets binding ERTMS deadlines for the core (2030), extended core (2040) and comprehensive (2050) networks; stresses that the current pace is insufficient to meet those targets; calls for accelerated delivery under the Third ERTMS Work Plan, without imposing binding milestones for the premature decommissioning of Class B national signalling that is shown to be fully functional and secure; |
| 4 Regulation (EU) 2024/1679 of the European Parliament and of the Council of 13⁰June 2024 on Union guidelines for the development of the trans-European transport network, amending Regulations (EU) 2021/1153 and (EU) No 913/2010 and repealing Regulation (EU) No 1315/2013 (OJ L, 2024/1679, 28.6.2024, ELI: http://data.europa.eu/eli/reg/2024/1679/oj). | 4 Regulation (EU) 2024/1679 of the European Parliament and of the Council of 13⁰June 2024 on Union guidelines for the development of the trans-European transport network, amending Regulations (EU) 2021/1153 and (EU) No 913/2010 and repealing Regulation (EU) No 1315/2013 (OJ L, 2024/1679, 28.6.2024, ELI: http://data.europa.eu/eli/reg/2024/1679/oj). |
| Motion for a resolution | Amendment |
|---|---|
| 13. Recalls the fact that the revised Trans-European Transport Network (TEN-T) Regulation4 sets binding ERTMS deadlines for the core (2030), extended core (2040) and comprehensive (2050) networks; stresses that the current pace is insufficient to meet those targets; calls for accelerated delivery under the Third ERTMS Work Plan, including binding milestones for the decommissioning of Class B legacy signalling and Connecting Europe Facility Transport funding conditionality linked to ERTMS from 2028; entrusts the European Union Railway Agency with technical oversight, the possibility of adopting EU-wide vehicle authorisation by 2027 and the elimination of national-only solutions; | 13. Recalls the fact that the revised Trans-European Transport Network (TEN-T) Regulation4 sets binding ERTMS deadlines for the core (2030), extended core (2040) and comprehensive (2050) networks; stresses that the current pace is insufficient to meet those targets; calls for accelerated delivery under the Third ERTMS Work Plan, including binding milestones for the decommissioning of Class B legacy signalling and Connecting Europe Facility Transport funding conditionality linked to ERTMS from 2028; entrusts the European Union Railway Agency with technical oversight, the possibility of adopting EU-wide vehicle authorisation by 2027 and the elimination of national-only solutions; while ensuring that standardisation and interoperability strengthen European railway manufacturers and suppliers rather than increasing dependency on non-European technology providers; |
| 4 Regulation (EU) 2024/1679 of the European Parliament and of the Council of 13⁰June 2024 on Union guidelines for the development of the trans-European transport network, amending Regulations (EU) 2021/1153 and (EU) No 913/2010 and repealing Regulation (EU) No 1315/2013 (OJ L, 2024/1679, 28.6.2024, ELI: http://data.europa.eu/eli/reg/2024/1679/oj). | 4 Regulation (EU) 2024/1679 of the European Parliament and of the Council of 13⁰June 2024 on Union guidelines for the development of the trans-European transport network, amending Regulations (EU) 2021/1153 and (EU) No 913/2010 and repealing Regulation (EU) No 1315/2013 (OJ L, 2024/1679, 28.6.2024, ELI: http://data.europa.eu/eli/reg/2024/1679/oj). |
Valérie Devaux, Jan-Christoph Oetjen, Benoit Cassart, Oihane Agirregoitia Martínez, Jeannette Baljeu
| Motion for a resolution | Amendment |
|---|---|
| 13. Recalls the fact that the revised Trans-European Transport Network (TEN-T) Regulation4 sets binding ERTMS deadlines for the core (2030), extended core (2040) and comprehensive (2050) networks; stresses that the current pace is insufficient to meet those targets; calls for accelerated delivery under the Third ERTMS Work Plan, including binding milestones for the decommissioning of Class B legacy signalling and Connecting Europe Facility Transport funding conditionality linked to ERTMS from 2028; entrusts the European Union Railway Agency with technical oversight, the possibility of adopting EU-wide vehicle authorisation by 2027 and the elimination of national-only solutions; | 13. Recalls the fact that the revised Trans-European Transport Network (TEN-T) Regulation4 sets binding ERTMS deadlines for the core (2030), extended core (2040) and comprehensive (2050) networks; stresses that the current pace is insufficient to meet those targets; calls for accelerated delivery under the Third ERTMS Work Plan, including binding milestones for the decommissioning of Class B legacy signalling and Connecting Europe Facility Transport funding conditionality linked to ERTMS from 2028; highlights the potential of the Future Railway Mobile Communication System (FRMCS) to reduce signalling system costs in the future; entrusts the European Union Railway Agency with technical oversight, the possibility of adopting EU-wide vehicle authorisation by 2027 and the elimination of national-only solutions; |
| 4 Regulation (EU) 2024/1679 of the European Parliament and of the Council of 13⁰June 2024 on Union guidelines for the development of the trans-European transport network, amending Regulations (EU) 2021/1153 and (EU) No 913/2010 and repealing Regulation (EU) No 1315/2013 (OJ L, 2024/1679, 28.6.2024, ELI: http://data.europa.eu/eli/reg/2024/1679/oj). | 4 Regulation (EU) 2024/1679 of the European Parliament and of the Council of 13⁰June 2024 on Union guidelines for the development of the trans-European transport network, amending Regulations (EU) 2021/1153 and (EU) No 913/2010 and repealing Regulation (EU) No 1315/2013 (OJ L, 2024/1679, 28.6.2024, ELI: http://data.europa.eu/eli/reg/2024/1679/oj). |
| Motion for a resolution | Amendment |
|---|---|
| 13. Recalls the fact that the revised Trans-European Transport Network (TEN-T) Regulation4sets binding ERTMS deadlines for the core (2030), extended core (2040) and comprehensive (2050) networks; stresses that the current pace is insufficient to meet those targets; calls for accelerated delivery under the Third ERTMS Work Plan, including binding milestones for the decommissioning of Class B legacy signalling and Connecting Europe Facility Transport funding conditionality linked to ERTMS from 2028; entrusts the European Union Railway Agency with technical oversight, the possibility of adopting EU-wide vehicle authorisation by 2027 and the elimination of national-only solutions; | 13. Recalls the fact that the revised Trans-European Transport Network (TEN-T) Regulation4sets binding ERTMS deadlines for the core (2030), extended core (2040) and comprehensive (2050) networks; stresses that the current pace is insufficient to meet those targets; calls for accelerated delivery under the Third ERTMS Work Plan, including binding milestones for the decommissioning of Class B legacy signalling and Connecting Europe Facility Transport funding conditionality linked to ERTMS from 2028; |
| 4 Regulation (EU) 2024/1679 of the European Parliament and of the Council of 13⁰June 2024 on Union guidelines for the development of the trans-European transport network, amending Regulations (EU) 2021/1153 and (EU) No 913/2010 and repealing Regulation (EU) No 1315/2013 (OJ L, 2024/1679, 28.6.2024, ELI: http://data.europa.eu/eli/reg/2024/1679/oj). | 4 Regulation (EU) 2024/1679 of the European Parliament and of the Council of 13⁰June 2024 on Union guidelines for the development of the trans-European transport network, amending Regulations (EU) 2021/1153 and (EU) No 913/2010 and repealing Regulation (EU) No 1315/2013 (OJ L, 2024/1679, 28.6.2024, ELI: http://data.europa.eu/eli/reg/2024/1679/oj). |
| Motion for a resolution | Amendment |
|---|---|
| 13. Recalls the fact that the revised Trans-European Transport Network (TEN-T) Regulation4 sets binding ERTMS deadlines for the core (2030), extended core (2040) and comprehensive (2050) networks; stresses that the current pace is insufficient to meet those targets; calls for accelerated delivery under the Third ERTMS Work Plan, including binding milestones for the decommissioning of Class B legacy signalling and Connecting Europe Facility Transport funding conditionality linked to ERTMS from 2028; entrusts the European Union Railway Agency with technical oversight, the possibility of adopting EU-wide vehicle authorisation by 2027 and the elimination of national-only solutions; | 13. Recalls that the Trans-European Transport Network (TEN-T) Regulation4 sets binding ERTMS targets for the core (2030), extended core (2040) and comprehensive (2050) networks set by the TEN-T regulation is indispensable to create a high-speed rail network ; stresses that the current pace is insufficient to meet those targets; calls for accelerated delivery under the Third ERTMS Work Plan, including binding milestones for the decommissioning of Class B legacy signalling and Connecting Europe Facility Transport funding conditionality linked to ERTMS from 2028; entrusts the European Union Railway Agency with technical oversight, the possibility of adopting EU-wide vehicle authorisation by 2027 and the elimination of national-only solutions; |
| 4 Regulation (EU) 2024/1679 of the European Parliament and of the Council of 13⁰June 2024 on Union guidelines for the development of the trans-European transport network, amending Regulations (EU) 2021/1153 and (EU) No 913/2010 and repealing Regulation (EU) No 1315/2013 (OJ L, 2024/1679, 28.6.2024, ELI: http://data.europa.eu/eli/reg/2024/1679/oj). | 4 Regulation (EU) 2024/1679 of the European Parliament and of the Council of 13⁰June 2024 on Union guidelines for the development of the trans-European transport network, amending Regulations (EU) 2021/1153 and (EU) No 913/2010 and repealing Regulation (EU) No 1315/2013 (OJ L, 2024/1679, 28.6.2024, ELI: http://data.europa.eu/eli/reg/2024/1679/oj). |
| Motion for a resolution | Amendment |
|---|---|
| 13. Recalls the fact that the revised Trans-European Transport Network (TEN-T) Regulation4 sets binding ERTMS deadlines for the core (2030), extended core (2040) and comprehensive (2050) networks; stresses that the current pace is insufficient to meet those targets; calls for accelerated delivery under the Third ERTMS Work Plan, including binding milestones for the decommissioning of Class B legacy signalling and Connecting Europe Facility Transport funding conditionality linked to ERTMS from 2028; entrusts the European Union Railway Agency with technical oversight, the possibility of adopting EU-wide vehicle authorisation by 2027 and the elimination of national-only solutions; | 13. Recalls the fact that the revised Trans-European Transport Network (TEN-T) Regulation4 sets binding ERTMS deadlines for the core (2030), extended core (2040) and comprehensive (2050) networks; stresses that the current pace is insufficient to meet those targets; calls for accelerated delivery under the Third ERTMS Work Plan, including binding milestones for the decommissioning of Class B legacy signalling and Connecting Europe Facility Transport funding conditionality linked to ERTMS from 2028; entrusts the European Union Railway Agency with technical oversight. |
| 4 Regulation (EU) 2024/1679 of the European Parliament and of the Council of 13⁰June 2024 on Union guidelines for the development of the trans-European transport network, amending Regulations (EU) 2021/1153 and (EU) No 913/2010 and repealing Regulation (EU) No 1315/2013 (OJ L, 2024/1679, 28.6.2024, ELI: http://data.europa.eu/eli/reg/2024/1679/oj). | 4 Regulation (EU) 2024/1679 of the European Parliament and of the Council of 13⁰June 2024 on Union guidelines for the development of the trans-European transport network, amending Regulations (EU) 2021/1153 and (EU) No 913/2010 and repealing Regulation (EU) No 1315/2013 (OJ L, 2024/1679, 28.6.2024, ELI: http://data.europa.eu/eli/reg/2024/1679/oj). |
| Motion for a resolution | Amendment |
|---|---|
| 13. Recalls the fact that the revised Trans-European Transport Network (TEN-T) Regulation4 sets binding ERTMS deadlines for the core (2030), extended core (2040) and comprehensive (2050) networks; stresses that the current pace is insufficient to meet those targets; calls for accelerated delivery under the Third ERTMS Work Plan, including binding milestones for the decommissioning of Class B legacy signalling and Connecting Europe Facility Transport funding conditionality linked to ERTMS from 2028; entrusts the European Union Railway Agency with technical oversight, the possibility of adopting EU-wide vehicle authorisation by 2027 and the elimination of national-only solutions; | 13. Recalls that the revised Trans-European Transport Network (TEN-T) Regulation sets binding ERTMS deployment deadlines for the core (2030), extended core (2040) and comprehensive (2050) networks; stresses the importance of accelerating the deployment of ERTMS in order to strengthen interoperability across the Union; underlines that these objectives should be achieved through close cooperation between the Commission, the European Union Agency for Railways (ERA) and Member States, while taking due account of justified national technical and safety requirements and ensuring a stable, predictable and proportionate regulatory framework; |
| 4 Regulation (EU) 2024/1679 of the European Parliament and of the Council of 13⁰June 2024 on Union guidelines for the development of the trans-European transport network, amending Regulations (EU) 2021/1153 and (EU) No 913/2010 and repealing Regulation (EU) No 1315/2013 (OJ L, 2024/1679, 28.6.2024, ELI: http://data.europa.eu/eli/reg/2024/1679/oj). |
| Motion for a resolution | Amendment |
|---|---|
| 13a. Notes that high-speed rail infrastructure, where designed and built to appropriate load and gauge standards, can serve both civilian and military mobility purposes; considers that this dual-use potential deserves recognition in the planning and co-financing of projects under the Connecting Europe Facility; invites the Commission to ensure that the military mobility envelope under CEF in the MFF 2028–2034 is coordinated with TEN-T high-speed rail planning, so that projects combining civilian and military utility can be considered for the co-financing rates applicable to military mobility corridors; |
| Motion for a resolution | Amendment |
|---|---|
| 13a. Urges the European Commission and the Member States to fully implement the commitments under the Trans-European Transport Network (TEN-T) Regulation, through the full completion of the core network by 2030, the extended core network by 2040, and the comprehensive network by 2050, in particular by eliminating bottlenecks, upgrading rail infrastructure where needed, and completing the European rail network, with a particular focus on strategic cross-border connections and areas essential to Union-wide connectivity; |
| Motion for a resolution | Amendment |
|---|---|
| 13a. Calls on the Commission, the European Union Agency for Railways and Europe’s Rail Joint Undertaking to ensure that next-generation ERTMS is developed on the basis of common European cybersecurity requirements, trusted components, secure communications, strong encryption, redundancy and fail-safe operation; stresses the need to reduce critical dependencies on suppliers and technologies that may expose the Union’s railway infrastructure to external interference or coercion; |
Valérie Devaux, Jan-Christoph Oetjen, Benoit Cassart, Oihane Agirregoitia Martínez, Jeannette Baljeu
| Motion for a resolution | Amendment |
|---|---|
| 13a. Warns that ERTMS was developed in a different geostrategic context and calls for an assessment of its robustness and cyber resilience; stresses that, due to its reliance on radio technology, any network unavailability caused by jamming or other factors would lead to the immediate suspension of rail traffic; also calls for a similar assessment in the context of the development of the Future Railway Mobile Communication System (FRMCS); |
| Motion for a resolution | Amendment |
|---|---|
| 13a. Calls for all EU-funded high-speed infrastructure projects located on the four priority military mobility corridors to enable and promote the dual-use of the line, in particular by rolling out ERTMS, migrating to the European railway standard gauge, increasing the maximum axle load, or bringing tunnels into compliance with military clearance requirements; |
Sophia Kircher, Dariusz Joński, Markus Ferber, Elżbieta Katarzyna Łukacijewska, Flavio Tosi, Borja Giménez Larraz, Alexandra Mehnert, Martine Kemp, Gheorghe Falcă
| Motion for a resolution | Amendment |
|---|---|
| 13a. Urges the European Commission and the Member States to fully implement the commitments under the Trans-European Transport Network (TEN-T), in particular by eliminating bottlenecks, upgrading rail infrastructure where needed, and completing the European rail network, especially in areas essential to Union-wide connectivity; |
| Motion for a resolution | Amendment |
|---|---|
| 13b. Considers that the physical and cyber security of high-speed rail infrastructure must be treated as an integral component of network planning and investment; notes that recent incidents across the Union have demonstrated the vulnerability of rail infrastructure to deliberate interference; invites the Commission to assess, in the context of the European high-speed rail deal, whether existing frameworks for critical infrastructure protection are adequate to address the specific risks faced by high-speed rail, and to consider how security-by-design principles could be incorporated into CEF co-financing criteria. |
| Motion for a resolution | Amendment |
|---|---|
| 14. Calls for climate resilience to be made a binding design and operational criterion, with mandatory climate stress-testing for EU-funded rail projects from 2027; | deleted |
| Motion for a resolution | Amendment |
|---|---|
| 14. Calls for climate resilience to be made a binding design and operational criterion, with mandatory climate stress-testing for EU-funded rail projects from 2027; | deleted |
Sophia Kircher, Markus Ferber, Dariusz Joński, Elżbieta Katarzyna Łukacijewska, Flavio Tosi, Borja Giménez Larraz, Alexandra Mehnert, Gheorghe Falcă
| Motion for a resolution | Amendment |
|---|---|
| 14. Calls for climate resilience to be made a binding design and operational criterion, with mandatory climate stress-testing for EU-funded rail projects from 2027; | deleted |
| Motion for a resolution | Amendment |
|---|---|
| 14. Calls for climate resilience to be made a binding design and operational criterion, with mandatory climate stress-testing for EU-funded rail projects from 2027; | 14. Calls on the Commission and the Member States to ensure that future high-speed rail infrastructure is designed, constructed and maintained in a manner that strengthens the long-term resilience of the European transport network, taking into account natural hazards, climate adaptation and cybersecurity and the continuity of transport services; |
| Motion for a resolution | Amendment |
|---|---|
| 14. Calls for climate resilience to be made a binding design and operational criterion, with mandatory climate stress-testing for EU-funded rail projects from 2027; | 14. Notes that high-speed rail infrastructure is particularly vulnerable to temperature variations due to stringent track geometry constraints; Calls for climate resilience to be made a binding design and operational criterion, with mandatory climate stress-testing for EU-funded rail projects from 2027; |
| Motion for a resolution | Amendment |
|---|---|
| 14. Calls for climate resilience to be made a binding design and operational criterion, with mandatory climate stress-testing for EU-funded rail projects from 2027; | 14. Calls for climate resilience to be made a binding design and operational criterion, with mandatory climate stress-testing and climate adaptation requirements for EU-funded rail projects from 2027; calls for all rolling stock in service to be equipped with efficient air-conditioning systems by 2040; |
| Motion for a resolution | Amendment |
|---|---|
| 14. Calls for climate resilience to be made a binding design and operational criterion, with mandatory climate stress-testing for EU-funded rail projects from 2027; | 14. Calls for resilience to climate hazards to be taken into account in infrastructure design by national engineering firms, while ensuring that there is not a proliferation of redundant administrative procedures and binding criteria that delay construction and unnecessarily increase costs for local authorities; |
| Motion for a resolution | Amendment |
|---|---|
| 14. Calls for climate resilience to be made a binding design and operational criterion, with mandatory climate stress-testing for EU-funded rail projects from 2027; | 14. Calls for climate resilience to be integrated as a core design and operational requirement, including the systematic consideration of climate risks in the planning and assessment of EU-funded rail projects, supported by forward looking climate scenarios and harmonised methodologies; |
Ana Vasconcelos, Benoit Cassart, Valérie Devaux, Jan-Christoph Oetjen, Oihane Agirregoitia Martínez, Jeannette Baljeu
| Motion for a resolution | Amendment |
|---|---|
| 14. Calls for climate resilience to be made a binding design and operational criterion, with mandatory climate stress-testing for EU-funded rail projects from 2027; | 14. Calls for climate resilience to be made integrated as a core design and operational criterion, with mandatory climate stress-testing for EU-funded rail projects from 2027; |
| Motion for a resolution | Amendment |
|---|---|
| 14. Calls for climate resilience to be made a binding design and operational criterion, with mandatory climate stress-testing for EU-funded rail projects from 2027; | 14. Calls for the effectiveness of the solutions applied and the benefit to society to be made a binding design and operational criterion for EU-funded rail projects from 2027; |
| Motion for a resolution | Amendment |
|---|---|
| 14a. Calls for the removal of cross-border bottlenecks to be the absolute priority of EU funding for high-speed rail; insists that CEF Transport rail funding under the next MFF be ring-fenced for cross-border sections and ERTMS deployment, and at least doubled compared with the 2021–2027 baseline; insists that National Recovery and Resilience Plans negotiated under the next MFF earmark verifiable resources for high-speed and cross-border rail commitments; |
Sophia Kircher, Dariusz Joński, Markus Ferber, Elżbieta Katarzyna Łukacijewska, Flavio Tosi, Borja Giménez Larraz, Alexandra Mehnert, Martine Kemp, Gheorghe Falcă
| Motion for a resolution | Amendment |
|---|---|
| 14a. Stresses that rail infrastructure investments should be guided by efficiency, connectivity, resilience and future demand in order to maximise the return on public investment; calls on the Commission to identify opportunities to streamline Union law and simplify permitting procedures for rail infrastructure projects, with a view to shortening approval timelines, cutting red tape and accelerating rail infrastructure projects; |
Ana Vasconcelos, Benoit Cassart, Valérie Devaux, Jan-Christoph Oetjen, Oihane Agirregoitia Martínez, Jeannette Baljeu
| Motion for a resolution | Amendment |
|---|---|
| 14a. Highlights the potential of innovation and digitalisation to improve the performance, reliability and resilience of rail infrastructure and encourages, while respecting the principle of technological neutrality, the deployment of market-ready digital solutions, including digital twins and AI-based tools; |
| Motion for a resolution | Amendment |
|---|---|
| 14a. Commends the European Union Agency for Railways, in particular its role in harmonising the technical regulatory framework; notes that its budget remains the lowest among the EU transport agencies; calls for a significant increase in its budget to enable it to adequately fulfil its tasks. |
| Motion for a resolution | Amendment |
|---|---|
| 14a. Calls on the Commission and Member States to assess, where appropriate, whether upgrading existing conventional rail infrastructure may deliver comparable benefits at lower cost than constructing new high-speed lines; |
| Motion for a resolution | Amendment |
|---|---|
| 14b. Calls on the Commission to include rail infrastructure financing within its forthcoming EU Finance Strategy, with a particular focus on unlocking private investment for rail, including high-speed rail and ERTMS deployment; supports the development of investment frameworks and financing instruments that can attract long-term capital, improve risk allocation and accelerate project delivery, while ensuring efficient use of public resources; |
Sophia Kircher, Markus Ferber, Flavio Tosi, Borja Giménez Larraz, Alexandra Mehnert, Gheorghe Falcă, Martine Kemp
| Motion for a resolution | Amendment |
|---|---|
| 14b. Stresses that the maintenance and modernisation of existing rail infrastructure are as important as the construction of new lines; encourages Member States to ensure stable long-term funding for maintenance to provide investment certainty and reliable rail services; |
Ana Vasconcelos, Benoit Cassart, Valérie Devaux, Jan-Christoph Oetjen, Oihane Agirregoitia Martínez, Jeannette Baljeu
| Motion for a resolution | Amendment |
|---|---|
| 14c. Calls on the Commission, in cooperation with the European Union Agency for Railways (ERA), to explore appropriate mechanisms that can facilitate the adoption of common European railway standards by Member States facing particularly high infrastructure adaptation costs, including through transitional arrangements, implementation roadmaps and technical support measures, while safeguarding the objective of a fully interoperable European rail network; |
Valérie Devaux, Jan-Christoph Oetjen, Benoit Cassart, Oihane Agirregoitia Martínez, Jeannette Baljeu
| Motion for a resolution | Amendment |
|---|---|
| 14b. Stresses that European high-speed rail industry is a global champion, built on know-how developed over the past two centuries and a highly qualified workforce, notes that it is increasingly exposed to global competition; |
| Motion for a resolution | Amendment |
|---|---|
| 15. Calls for a green industrial strategy for high-speed rail anchored in the Clean Industrial Deal, moving from fragmented markets to a globally competitive industrial base embedding social, climate, decent-work and circular-economy criteria; calls for the full application of the Foreign Subsidies Regulation5 to safeguard a level playing field; | 15. Calls for a green industrial strategy for high-speed rail anchored in the Clean Industrial Deal, moving from fragmented markets to a globally competitive industrial base embedding social, climate, decent-work and circular-economy criteria; calls for the full application of the Foreign Subsidies Regulation5 to safeguard a level playing field; stresses that the construction of the European high-speed rail network should serve as a major demand driver for European infrastructure companies, engineering firms, signalling and cybersecurity providers, manufacturers of critical components and rolling-stock producers; calls for procurement and financing frameworks that recognise European added value, industrial resilience, technological sovereignty and security of supply; |
| 5 Regulation (EU) 2022/2560 of the European Parliament and of the Council of 14 December 2022 on foreign subsidies distorting the internal market (OJ L 330, 23.12.2022, p. 1, ELI: http://data.europa.eu/eli/reg/2022/2560/oj). | 5 Regulation (EU) 2022/2560 of the European Parliament and of the Council of 14 December 2022 on foreign subsidies distorting the internal market (OJ L 330, 23.12.2022, p. 1, ELI: http://data.europa.eu/eli/reg/2022/2560/oj). |
| Motion for a resolution | Amendment |
|---|---|
| 15. Calls for a green industrial strategy for high-speed rail anchored in the Clean Industrial Deal, moving from fragmented markets to a globally competitive industrial base embedding social, climate, decent-work and circular-economy criteria; calls for the full application of the Foreign Subsidies Regulation5 to safeguard a level playing field; | 15. Calls for a green industrial strategy for high-speed rail anchored in the Clean Industrial Deal, moving from fragmented markets to a globally competitive industrial base embedding social, climate, decent-work and circular-economy criteria; calls for the full application of the Foreign Subsidies Regulation5 to safeguard a level playing field; calls for the upcoming European Union Agency for Railways (ERA) revision to play a key role in supporting the development of an at-scale European rail market, by reducing technical and regulatory barriers, improving interoperability and enabling innovation, investment and economies of scale across the rail sector. |
| 5 Regulation (EU) 2022/2560 of the European Parliament and of the Council of 14 December 2022 on foreign subsidies distorting the internal market (OJ L 330, 23.12.2022, p. 1, ELI: http://data.europa.eu/eli/reg/2022/2560/oj). | 5 Regulation (EU) 2022/2560 of the European Parliament and of the Council of 14 December 2022 on foreign subsidies distorting the internal market (OJ L 330, 23.12.2022, p. 1, ELI: http://data.europa.eu/eli/reg/2022/2560/oj). |
| Motion for a resolution | Amendment |
|---|---|
| 15. Calls for a green industrial strategy for high-speed rail anchored in the Clean Industrial Deal, moving from fragmented markets to a globally competitive industrial base embedding social, climate, decent-work and circular-economy criteria; calls for the full application of the Foreign Subsidies Regulation5 to safeguard a level playing field; | 15. Calls for a green industrial strategy for high-speed rail anchored in the Clean Industrial Deal, moving from fragmented markets to a globally competitive industrial base embedding social, climate, decent-work and circular-economy criteria; calls for the full application of the Foreign Subsidies Regulation5 to safeguard a level playing field; calls for a ban on the use and inclusion of components sourced from high-risk suppliers in dual-use rolling stock and strategic dual-use railway infrastructure; calls for legal entities established in third countries that do not have a public procurement agreement with the EU to be excluded from public procurement procedures ; |
| 5 Regulation (EU) 2022/2560 of the European Parliament and of the Council of 14 December 2022 on foreign subsidies distorting the internal market (OJ L 330, 23.12.2022, p. 1, ELI: http://data.europa.eu/eli/reg/2022/2560/oj). | 5 Regulation (EU) 2022/2560 of the European Parliament and of the Council of 14 December 2022 on foreign subsidies distorting the internal market (OJ L 330, 23.12.2022, p. 1, ELI: http://data.europa.eu/eli/reg/2022/2560/oj). |
Sophia Kircher, Dariusz Joński, Markus Ferber, Elżbieta Katarzyna Łukacijewska, Flavio Tosi, Borja Giménez Larraz, Alexandra Mehnert, Martine Kemp, Gheorghe Falcă
| Motion for a resolution | Amendment |
|---|---|
| 15. Calls for a green industrial strategy for high-speed rail anchored in the Clean Industrial Deal, moving from fragmented markets to a globally competitive industrial base embedding social, climate, decent-work and circular-economy criteria; calls for the full application of the Foreign Subsidies Regulation5 to safeguard a level playing field; | 15. Calls for an industrial strategy for high-speed rail anchored in the Clean Industrial Deal, moving from fragmented markets to a globally competitive industrial base embedding the challenges facing the railway sector as a strategic industry, such as growing pressure from state-subsidised competitors from third countries; stresses that such a strategy should set out measures to strengthen the competitiveness, resilience and innovation capacity of the rail sector; calls for the full application of the Foreign Subsidies Regulation5 to safeguard a level playing field; |
| 5 Regulation (EU) 2022/2560 of the European Parliament and of the Council of 14 December 2022 on foreign subsidies distorting the internal market (OJ L 330, 23.12.2022, p. 1, ELI: http://data.europa.eu/eli/reg/2022/2560/oj). | 5 Regulation (EU) 2022/2560 of the European Parliament and of the Council of 14 December 2022 on foreign subsidies distorting the internal market (OJ L 330, 23.12.2022, p. 1, ELI: http://data.europa.eu/eli/reg/2022/2560/oj). |
| Motion for a resolution | Amendment |
|---|---|
| 15. Calls for a green industrial strategy for high-speed rail anchored in the Clean Industrial Deal, moving from fragmented markets to a globally competitive industrial base embedding social, climate, decent-work and circular-economy criteria; calls for the full application of the Foreign Subsidies Regulation5 to safeguard a level playing field; | 15. Calls for a green industrial strategy for high-speed rail anchored in the Clean Industrial Deal, moving from fragmented markets to a globally competitive industrial base embedding social, climate, decent-work and circular-economy criteria; calls for the full application of the Foreign Subsidies Regulation5 to safeguard a level playing field; calls for the consistent application of European preference criteria to EU budgetary measures relating to high-speed rail. |
| 5 Regulation (EU) 2022/2560 of the European Parliament and of the Council of 14 December 2022 on foreign subsidies distorting the internal market (OJ L 330, 23.12.2022, p. 1, ELI: http://data.europa.eu/eli/reg/2022/2560/oj). | 5 Regulation (EU) 2022/2560 of the European Parliament and of the Council of 14 December 2022 on foreign subsidies distorting the internal market (OJ L 330, 23.12.2022, p. 1, ELI: http://data.europa.eu/eli/reg/2022/2560/oj). |
| Motion for a resolution | Amendment |
|---|---|
| 15. Calls for a green industrial strategy for high-speed rail anchored in the Clean Industrial Deal, moving from fragmented markets to a globally competitive industrial base embedding social, climate, decent-work and circular-economy criteria; calls for the full application of the Foreign Subsidies Regulation5 to safeguard a level playing field; | 15. Calls for a European industrial strategy supporting innovation, competitiveness, strategic autonomy and the resilience of the European rail supply industry for high-speed rail anchored in the Clean Industrial Deal, moving from fragmented markets to a globally competitive industrial base embedding social, climate, decent-work and circular-economy criteria; calls for the full application of the Foreign Subsidies Regulation5 to safeguard a level playing field; |
| 5 Regulation (EU) 2022/2560 of the European Parliament and of the Council of 14 December 2022 on foreign subsidies distorting the internal market (OJ L 330, 23.12.2022, p. 1, ELI: http://data.europa.eu/eli/reg/2022/2560/oj). | 5 Regulation (EU) 2022/2560 of the European Parliament and of the Council of 14 December 2022 on foreign subsidies distorting the internal market (OJ L 330, 23.12.2022, p. 1, ELI: http://data.europa.eu/eli/reg/2022/2560/oj). |
| Motion for a resolution | Amendment |
|---|---|
| 15. Calls for a green industrial strategy for high-speed rail anchored in the Clean Industrial Deal, moving from fragmented markets to a globally competitive industrial base embedding social, climate, decent-work and circular-economy criteria; calls for the full application of the Foreign Subsidies Regulation5to safeguard a level playing field; | 15. Calls for an industrial strategy for high-speed rail that aims to protect our national industrial champions from unfair competition and enable them to grow in the face of that competition, including by introducing a principle of European preference in public procurement; demands that our manufacturers be freed from disproportionate regulatory and bureaucratic constraints; calls for the full application of the Foreign Subsidies Regulation to safeguard a level playing field from non-EU powers; |
| 5 Regulation (EU) 2022/2560 of the European Parliament and of the Council of 14 December 2022 on foreign subsidies distorting the internal market (OJ L 330, 23.12.2022, p. 1, ELI: http://data.europa.eu/eli/reg/2022/2560/oj). |
| Motion for a resolution | Amendment |
|---|---|
| 15. Calls for a green industrial strategy for high-speed rail anchored in the Clean Industrial Deal, moving from fragmented markets to a globally competitive industrial base embedding social, climate, decent-work and circular-economy criteria; calls for the full application of the Foreign Subsidies Regulation5 to safeguard a level playing field; | 15. Calls for a green industrial strategy for high-speed rail anchored in the Clean Industrial Deal, moving from fragmented markets to a globally competitive industrial base embedding sustainability, competitiveness, social, climate, high labour standards and circular-economy criteria; calls for the full application of the Foreign Subsidies Regulation5 to safeguard a level playing field; |
| 5 Regulation (EU) 2022/2560 of the European Parliament and of the Council of 14 December 2022 on foreign subsidies distorting the internal market (OJ L 330, 23.12.2022, p. 1, ELI: http://data.europa.eu/eli/reg/2022/2560/oj). | 5 Regulation (EU) 2022/2560 of the European Parliament and of the Council of 14 December 2022 on foreign subsidies distorting the internal market (OJ L 330, 23.12.2022, p. 1, ELI: http://data.europa.eu/eli/reg/2022/2560/oj). |
| Motion for a resolution | Amendment |
|---|---|
| 15. Calls for a green industrial strategy for high-speed rail anchored in the Clean Industrial Deal, moving from fragmented markets to a globally competitive industrial base embedding social, climate, decent-work and circular-economy criteria; calls for the full application of the Foreign Subsidies Regulation5 to safeguard a level playing field; | 15. Calls for an industrial strategy for high-speed rail, moving from fragmented markets to a globally competitive industrial base embedding decent-work and circular-economy criteria; calls for the full application of the Foreign Subsidies Regulation5 to safeguard a level playing field; |
| 5 Regulation (EU) 2022/2560 of the European Parliament and of the Council of 14 December 2022 on foreign subsidies distorting the internal market (OJ L 330, 23.12.2022, p. 1, ELI: http://data.europa.eu/eli/reg/2022/2560/oj). | 5 Regulation (EU) 2022/2560 of the European Parliament and of the Council of 14 December 2022 on foreign subsidies distorting the internal market (OJ L 330, 23.12.2022, p. 1, ELI: http://data.europa.eu/eli/reg/2022/2560/oj). |
| Motion for a resolution | Amendment |
|---|---|
| 15. Calls for a green industrial strategy for high-speed rail anchored in the Clean Industrial Deal, moving from fragmented markets to a globally competitive industrial base embedding social, climate, decent-work and circular-economy criteria; calls for the full application of the Foreign Subsidies Regulation5to safeguard a level playing field; | 15. Calls for an industrial strategy for high-speed rail, moving from fragmented markets to a globally competitive industrial base embedding social, competitiveness, decent-work and circular-economy criteria; calls for the full application of the Foreign Subsidies Regulation5 to safeguard a level playing field; |
| 5 Regulation (EU) 2022/2560 of the European Parliament and of the Council of 14 December 2022 on foreign subsidies distorting the internal market (OJ L 330, 23.12.2022, p. 1, ELI: http://data.europa.eu/eli/reg/2022/2560/oj). | 5 Regulation (EU) 2022/2560 of the European Parliament and of the Council of 14 December 2022 on foreign subsidies distorting the internal market (OJ L 330, 23.12.2022, p. 1, ELI: http://data.europa.eu/eli/reg/2022/2560/oj). |
Ana Vasconcelos, Valérie Devaux, Jan-Christoph Oetjen, Oihane Agirregoitia Martínez, Jeannette Baljeu
| Motion for a resolution | Amendment |
|---|---|
| 15. Calls for a green industrial strategy for high-speed rail anchored in the Clean Industrial Deal, moving from fragmented markets to a globally competitive industrial base embedding social, climate, decent-work and circular-economy criteria; calls for the full application of the Foreign Subsidies Regulation5 to safeguard a level playing field; | 15. Calls for a green industrial strategy for high-speed rail anchored in the Clean Industrial Deal, moving from fragmented markets to a globally competitive industrial base embedding social, climate, EU export potential and circular-economy criteria; calls for the full application of the Foreign Subsidies Regulation5 to safeguard a level playing field; |
| 5 Regulation (EU) 2022/2560 of the European Parliament and of the Council of 14 December 2022 on foreign subsidies distorting the internal market (OJ L 330, 23.12.2022, p. 1, ELI: http://data.europa.eu/eli/reg/2022/2560/oj). | 5 Regulation (EU) 2022/2560 of the European Parliament and of the Council of 14 December 2022 on foreign subsidies distorting the internal market (OJ L 330, 23.12.2022, p. 1, ELI: http://data.europa.eu/eli/reg/2022/2560/oj). |
Sophia Kircher, Dariusz Joński, Markus Ferber, Elżbieta Katarzyna Łukacijewska, Flavio Tosi, Borja Giménez Larraz, Alexandra Mehnert, Martine Kemp, Gheorghe Falcă
| Motion for a resolution | Amendment |
|---|---|
| 15a. Highlights that the railway sector constitutes critical infrastructure; stresses that the increasing digitalisation of railway operations, including signalling, traffic management, communications and data systems, requires heightened attention to cybersecurity, resilience and technological sovereignty; expresses concern about dependencies on suppliers from third countries in critical railway technologies and digital systems; calls on the Commission to conduct a dedicated risk assessment of the railway ecosystem, identify high-risk suppliers in critical infrastructure components, notably signalling and control-command systems, and develop a framework to strengthen the security, resilience and strategic autonomy of the European railway sector while preserving fair and open competition. |
Ana Vasconcelos, Benoit Cassart, Valérie Devaux, Jan-Christoph Oetjen, Oihane Agirregoitia Martínez, Jeannette Baljeu
| Motion for a resolution | Amendment |
|---|---|
| 15a. Welcomes the Commission’s commitment to bridge the gap between research and market deployment by accelerating the uptake of harmonised European rail technologies, including automated train operations, next-generation ERTMS, digital communication and traffic management systems developed through Europe’s Rail Joint Undertaking; calls for continued joint investment in rail research, innovation and deployment under the 2028–2034 Horizon Europe programme and the proposed European Competitiveness Fund, in partnership with the rail supply industry, infrastructure managers and railway operators, to enhance interoperability, productivity and the global competitiveness of the European rail sector; |
| Motion for a resolution | Amendment |
|---|---|
| 15a. Notes that the successful expansion of high-speed rail will depend on the availability of a sufficiently skilled workforce and on improving workforce mobility for both train drivers and on-board staff, while facilitating cross-border rail services and maintaining the highest safety standards. In this regard, welcomes the work of the European Union Agency for Railways (ERA) on the development of technical specifications for a tamper-proof EU-wide system for monitoring driving, working and rest times, with a view to ensuring railway safety and compliance with social legislation, including for workers operating across multiple Member States or railway undertakings. |
| Motion for a resolution | Amendment |
|---|---|
| 15a. Calls for the reinforcement of a coherent EU industrial strategy for the development of the high-speed rail market, aimed at strengthening the global competitiveness and resilience of the European rail value chain; stresses the need to secure efficient and scalable supply of rolling stock, to support the large-scale industrialisation and standardisation of interoperable technologies, notably ERTMS, and to ensure the consistent application and further development of common European railway safety standards across the network; |
| Motion for a resolution | Amendment |
|---|---|
| 15a. Stresses that the lowest initial price should not be the sole determining factor in the award of contracts for strategic high-speed rail infrastructure; calls for procurement decisions to reflect total life-cycle costs, interoperability, operational resilience, safety, cybersecurity and the economic and security value of maintaining European industrial capabilities, strategic knowledge and skilled employment; |
| Motion for a resolution | Amendment |
|---|---|
| 15b. Believes that Europe’s high-speed rail competitiveness must be underpinned by the highest safety standards. Stresses that the upcoming revision of the European Union Agency for Railways (ERA) Regulation should strengthen ERA’s role in supporting a safe, interoperable and trusted European rail system. Notes that, unlike aviation and maritime transport, rail currently lacks a systematic EU-wide safety occurrence reporting framework that enables lessons to be learned from incidents and near misses. Considers such a system essential to identify emerging risks at an early stage, support evidence-based policymaking and enable timely corrective action, thereby maintaining public confidence in rail as a safe mode of transport; |
| Motion for a resolution | Amendment |
|---|---|
| 16. Supports the co-creation, under Europe’s Rail Joint Undertaking, of harmonised multi-network trainsets with minimal national adaptation; calls for the European Union Railway Agency to be granted exclusive competence for EU-wide vehicle authorisations and the phasing-out of national technical rules, and for its budget to be increased so that it can fulfil its tasks; | deleted |
| Motion for a resolution | Amendment |
|---|---|
| 16. Supports the co-creation, under Europe’s Rail Joint Undertaking, of harmonised multi-network trainsets with minimal national adaptation; calls for the European Union Railway Agency to be granted exclusive competence for EU-wide vehicle authorisations and the phasing-out of national technical rules, and for its budget to be increased so that it can fulfil its tasks; | 16. Supports the co-creation, under Europe's Rail Joint Undertaking, of harmonised multi-network trainsets with minimal national adaptation; calls for the European Union Railway Agency to enhance its coordinating role and one-stop-shop function for vehicle authorisations, supporting national safety authorities in streamlining procedures while respecting Member States' competences on safety-critical national specificities, and for its budget to be calibrated to those tasks; recalls that reducing duplicative national technical rules, where they do not address safety-critical specificities, lowers barriers to market entry, including for manufacturers in Member States with developing rolling-stock industries; |
| Motion for a resolution | Amendment |
|---|---|
| 16. Supports the co-creation, under Europe’s Rail Joint Undertaking, of harmonised multi-network trainsets with minimal national adaptation; calls for the European Union Railway Agency to be granted exclusive competence for EU-wide vehicle authorisations and the phasing-out of national technical rules, and for its budget to be increased so that it can fulfil its tasks; | 16. Supports the co-creation, under Europe’s Rail Joint Undertaking, of harmonised multi-network trainsets with minimal national adaptation in order to strengthen interoperability across the Union; underlines that the European Union Agency for Railways should continue playing a strong coordination role in the authorisation process and in promoting interoperability, while taking due account of justified national technical and safety requirements and ensuring a stable, predictable and proportionate regulatory framework for infrastructure managers and railway undertakings; |
Sophia Kircher, Dariusz Joński, Markus Ferber, Elżbieta Katarzyna Łukacijewska, Flavio Tosi, Borja Giménez Larraz, Alexandra Mehnert, Martine Kemp, Gheorghe Falcă
| Motion for a resolution | Amendment |
|---|---|
| 16. Supports the co-creation, under Europe’s Rail Joint Undertaking, of harmonised multi-network trainsets with minimal national adaptation; calls for the European Union Railway Agency to be granted exclusive competence for EU-wide vehicle authorisations and the phasing-out of national technical rules, and for its budget to be increased so that it can fulfil its tasks; | 16. Supports the co-creation, under a prolonged Europe’s Rail Joint Undertaking under the next Multiannual Financial Framework 2028-2034 to advance R&D addressing remaining interoperability gaps in infrastructure and of harmonised multi-network trainsets with minimal national adaptation; calls for the European Union Railway Agency to be granted exclusive competence for EU-wide vehicle authorisations and the phasing-out of relevant technical rules, and for its budget to be increased so that it can fulfil its tasks; |
| Motion for a resolution | Amendment |
|---|---|
| 16. Supports the co-creation, under Europe’s Rail Joint Undertaking, of harmonised multi-network trainsets with minimal national adaptation; calls for the European Union Railway Agency to be granted exclusive competence for EU-wide vehicle authorisations and the phasing-out of national technical rules, and for its budget to be increased so that it can fulfil its tasks; | 16. Supports the co-creation, under Europe’s Rail Joint Undertaking, of harmonised and scalable solutions for EU high-speed rail corridor with a view to accelerating standardisation and reducing costs; |
| Motion for a resolution | Amendment |
|---|---|
| 16. Supports the co-creation, under Europe’s Rail Joint Undertaking, of harmonised multi-network trainsets with minimal national adaptation; calls for the European Union Railway Agency to be granted exclusive competence for EU-wide vehicle authorisations and the phasing-out of national technical rules, and for its budget to be increased so that it can fulfil its tasks; | 16. Supports the co-creation, under Europe’s Rail Joint Undertaking, of harmonised multi-network trainsets with minimal national adaptation; calls for the role of the European Union Railway Agency in EU-wide vehicle authorisations to be strengthened while preserving the competence of national safety authorities and the technical rules justified by specific national network characteristics, and for its budget to be increased so that it can fulfil its tasks; |
| Motion for a resolution | Amendment |
|---|---|
| 16. Supports the co-creation, under Europe’s Rail Joint Undertaking, of harmonised multi-network trainsets with minimal national adaptation; calls for the European Union Railway Agency to be granted exclusive competence for EU-wide vehicle authorisations and the phasing-out of national technical rules, and for its budget to be increased so that it can fulfil its tasks; | 16. Supports the co-creation, under Europe’s Rail Joint Undertaking, of harmonised multi-network trainsets with minimal national adaptation; calls for the European Union Railway Agency to be granted exclusive competence for EU-wide vehicle authorisations and the phasing-out of national technical rules, to streamline the vehicles authorisation procedures and for its budget to be increased so that it can fulfil its tasks; |
| Motion for a resolution | Amendment |
|---|---|
| 16. Supports the co-creation, under Europe’s Rail Joint Undertaking, of harmonised multi-network trainsets with minimal national adaptation; calls for the European Union Railway Agency to be granted exclusive competence for EU-wide vehicle authorisations and the phasing-out of national technical rules, and for its budget to be increased so that it can fulfil its tasks; | 16. Supports the co-creation, under Europe’s Rail Joint Undertaking, and its continuation under the next MFF, of harmonised multi-network trainsets with minimal national adaptation; calls for the European Union Railway Agency to be granted exclusive competence for EU-wide vehicle authorisations and the phasing-out of national technical rules, and for its budget to be increased so that it can fulfil its tasks; |
| Motion for a resolution | Amendment |
|---|---|
| 16. Supports the co-creation, under Europe’s Rail Joint Undertaking, of harmonised multi-network trainsets with minimal national adaptation; calls for the European Union Railway Agency to be granted exclusive competence for EU-wide vehicle authorisations and the phasing-out of national technical rules, and for its budget to be increased so that it can fulfil its tasks; | 16. Supports the co-creation, under Europe’s Rail Joint Undertaking, of harmonised multi-network trainsets with minimal national adaptation; calls for the European Union Railway Agency to work in close cooperation with the national railway safety authorities, which must retain their central role in authorising vehicles and laying down technical rules specific to the configuration of their respective networks; |
| Motion for a resolution | Amendment |
|---|---|
| 16. Supports the co-creation, under Europe’s Rail Joint Undertaking, of harmonised multi-network trainsets with minimal national adaptation; calls for the European Union Railway Agency to be granted exclusive competence for EU-wide vehicle authorisations and the phasing-out of national technical rules, and for its budget to be increased so that it can fulfil its tasks; | 16. Supports the co-creation, under Europe’s Rail Joint Undertaking, of harmonised multi-network trainsets with minimal national adaptation; calls on the European Union Railway Agency to work in coordination with the relevant authorities of the Member States to streamline vehicle authorisations and improve national technical rules; |
| Motion for a resolution | Amendment |
|---|---|
| 16a. Calls on the Commission and the Member States to prioritise the timely completion of cross-border rail infrastructure on the TEN-T core network and to ensure that its full benefits are realised through interoperable infrastructure, sufficient capacity, the removal of remaining cross-border bottlenecks and coordinated implementation, thereby strengthening high-speed passenger services, rail freight, combined transport and the efficient integration of multimodal freight terminals into the TEN-T network; underlines that the effectiveness of the TEN-T core corridors depends on the timely and coordinated implementation of all national sections, as delays or fragmented implementation risk undermining the performance, capacity and competitiveness of the corridor as a whole. |
| Motion for a resolution | Amendment |
|---|---|
| 16a. Calls on the Commission, in line with the mission letter of the Commissioner for Sustainable Transport and Tourism, to present by 2028 a strategy for the promotion and development of hyperloop technology as a complement to the European high-speed rail network, including a regulatory roadmap, support for cross-border pilot projects and alignment with TEN-T planning objectives; |
| Motion for a resolution | Amendment |
|---|---|
| 16b. Calls for strengthening the mandate of the European Coordinators of the TEN-T core network corridors, in order to ensure stronger cross-border coordination, improved project sequencing and closer monitoring of implementation timelines across national sections. |
| Motion for a resolution | Amendment |
|---|---|
| 17. Insists on the need to shift towards a single harmonised European set of technical requirements; calls for targeted financial support to address barriers to entry in the rolling stock market, including acquisition guarantees and an EU framework, by 2027, for a second-hand rolling stock market with transparent registries, harmonised standards and dedicated financing instruments for regional operators and new entrants; | deleted |
| Motion for a resolution | Amendment |
|---|---|
| 17. Insists on the need to shift towards a single harmonised European set of technical requirements; calls for targeted financial support to address barriers to entry in the rolling stock market, including acquisition guarantees and an EU framework, by 2027, for a second-hand rolling stock market with transparent registries, harmonised standards and dedicated financing instruments for regional operators and new entrants; | deleted |
Sophia Kircher, Dariusz Joński, Markus Ferber, Elżbieta Katarzyna Łukacijewska, Flavio Tosi, Borja Giménez Larraz, Alexandra Mehnert, Martine Kemp, Gheorghe Falcă
| Motion for a resolution | Amendment |
|---|---|
| 17. Insists on the need to shift towards a single harmonised European set of technical requirements; calls for targeted financial support to address barriers to entry in the rolling stock market, including acquisition guarantees and an EU framework, by 2027, for a second-hand rolling stock market with transparent registries, harmonised standards and dedicated financing instruments for regional operators and new entrants; | 17. Insists on the need to shift towards a single harmonised European set of technical requirements; calls for targeted financial support to address barriers to entry in the rolling stock market, including acquisition guarantees and an EU framework, by 2027, for a second-hand rolling stock market with transparent registries, harmonised standards and dedicated financing instruments for regional operators and new entrants, as highlighted in the Commission's State Aid Transport Block Exemption Regulation and State Aid Land and Multimodal Transport Guidelines; further calls on the Commission, the Member States and the European Investment Bank, via InvestEU, to strengthen financing instruments for rolling stock acquisition, including through ECF, with particular attention to new entrants, which often face higher procurement costs, limited access to financing and longer lead times than incumbent operators; |
| Motion for a resolution | Amendment |
|---|---|
| 17. Insists on the need to shift towards a single harmonised European set of technical requirements; calls for targeted financial support to address barriers to entry in the rolling stock market, including acquisition guarantees and an EU framework, by 2027, for a second-hand rolling stock market with transparent registries, harmonised standards and dedicated financing instruments for regional operators and new entrants; | 17. Insists on the need to shift towards a single harmonised European set of technical requirements; calls for targeted financial support to address barriers to entry in the rolling stock market, including acquisition guarantees and an EU framework, by 2027, for a second-hand rolling stock market with transparent registries, harmonised standards and dedicated financing instruments for regional operators and new entrants; considers, in addition, that simplifying cross-border vehicle authorisation procedures and reducing the administrative burden on new market entrants would do more to promote genuine competition on high-speed corridors than regulatory intervention alone; |
| Motion for a resolution | Amendment |
|---|---|
| 17. Insists on the need to shift towards a single harmonised European set of technical requirements; calls for targeted financial support to address barriers to entry in the rolling stock market, including acquisition guarantees and an EU framework, by 2027, for a second-hand rolling stock market with transparent registries, harmonised standards and dedicated financing instruments for regional operators and new entrants; | 17. Insists on the need to shift towards a single harmonised European set of technical requirements; calls for targeted financial support to address barriers to entry in the rolling stock market, including acquisition guarantees and an EU framework, by 2027, for a second-hand rolling stock market with transparent registries, harmonised standards and dedicated financing instruments for regional operators and new entrants; |
| Underlines that these instruments must not serve to encourage predatory competition on the most profitable lines or to undermine incumbent operators fulfilling general interest missions; |
| Motion for a resolution | Amendment |
|---|---|
| 17. Insists on the need to shift towards a single harmonised European set of technical requirements; calls for targeted financial support to address barriers to entry in the rolling stock market, including acquisition guarantees and an EU framework, by 2027, for a second-hand rolling stock market with transparent registries, harmonised standards and dedicated financing instruments for regional operators and new entrants; | 17. Insists on the need to accelerate the harmonisation of national regulations, operational rules and technical standards, with a view to shift towards a truly, single European railway area; calls for targeted measures to address barriers to entry in the rolling stock market, including acquisition guarantees and risk-sharing mechanisms, and for the establishment by 2027 of an EU framework for a transparent and competitive second-hand rolling stock market, supported by interoperable registries, harmonised standards and dedicated financing instruments accessible to all railway operators; |
| Motion for a resolution | Amendment |
|---|---|
| 17. Insists on the need to shift towards a single harmonised European set of technical requirements; calls for targeted financial support to address barriers to entry in the rolling stock market, including acquisition guarantees and an EU framework, by 2027, for a second-hand rolling stock market with transparent registries, harmonised standards and dedicated financing instruments for regional operators and new entrants; | 17. Insists on the need to shift towards a single harmonised European set of technical requirements; calls to address barriers to entry in the market, by harmonising standards and dedicated financing instruments for all operators; |
| Motion for a resolution | Amendment |
|---|---|
| 17. Insists on the need to shift towards a single harmonised European set of technical requirements; calls for targeted financial support to address barriers to entry in the rolling stock market, including acquisition guarantees and an EU framework, by 2027, for a second-hand rolling stock market with transparent registries, harmonised standards and dedicated financing instruments for regional operators and new entrants; | 17. Insists on the need to shift towards a single harmonised European set of technical requirements; calls for targeted financial support to address barriers to entry in the rolling stock market, including acquisition guarantees and an EU framework, by 2027, for a second-hand rolling stock market with transparent registries, harmonised standards and dedicated financing instruments intended primarily for public, regional, cooperative or public service obligation operators; |
| Motion for a resolution | Amendment |
|---|---|
| 17. Insists on the need to shift towards a single harmonised European set of technical requirements; calls for targeted financial support to address barriers to entry in the rolling stock market, including acquisition guarantees and an EU framework, by 2027, for a second-hand rolling stock market with transparent registries, harmonised standards and dedicated financing instruments for regional operators and new entrants; | 17. Insists on the need to continue progressing towards a more harmonised European framework of technical requirements in order to strengthen interoperability across the Union; stresses that the development of the European rolling stock market should preserve the competitiveness of the European rail supply industry while ensuring high standards of safety, interoperability, technical compatibility and environmental performance; |
| Motion for a resolution | Amendment |
|---|---|
| 17. Insists on the need to shift towards a single harmonised European set of technical requirements; calls for targeted financial support to address barriers to entry in the rolling stock market, including acquisition guarantees and an EU framework, by 2027, for a second-hand rolling stock market with transparent registries, harmonised standards and dedicated financing instruments for regional operators and new entrants; | 17. calls for targeted financial support to address barriers to entry in the rolling stock market, including acquisition guarantees and an EU framework, by 2027, for a second-hand rolling stock market with transparent registries, harmonised standards and dedicated financing instruments for regional operators and new entrants, ensuring an equal and fair market share for economic operators from Member States; |
Sophia Kircher, Dariusz Joński, Markus Ferber, Elżbieta Katarzyna Łukacijewska, Flavio Tosi, Borja Giménez Larraz, Alexandra Mehnert, Martine Kemp, Gheorghe Falcă
| Motion for a resolution | Amendment |
|---|---|
| IVa. Enhancing Rail Interoperability Across the Union |
Sophia Kircher, Dariusz Joński, Markus Ferber, Elżbieta Katarzyna Łukacijewska, Flavio Tosi, Borja Giménez Larraz, Alexandra Mehnert, Martine Kemp, Gheorghe Falcă
| Motion for a resolution | Amendment |
|---|---|
| 17a. Insists on accelerating the completion of the Single European Railway Area to reduce fragmentation and strengthen the competitiveness of rail vis-à-vis other modes of transport for both passenger and freight transport; highlights that, despite progress, technical and operational barriers at cross-border sections continue to hamper seamless rail services and the modal shift to rail, and calls for the further harmonisation of the remaining national rules and procedures that create unnecessary operational stops and administrative burdens; calls on the Commission to present a report, accompanied by a roadmap and a clear timeline, setting out the measures needed to remove the remaining barriers and reduce journey times; |
| Motion for a resolution | Amendment |
|---|---|
| 17a. Calls on the Commission and the Member States to ensure that the development of high-speed rail infrastructure is coordinated with investments in conventional rail infrastructure, so as to maximise network capacity, improve multimodal connectivity and strengthen the resilience and efficiency of the European transport system and, where appropriate, contribute to the objectives of military mobility; |
| Motion for a resolution | Amendment |
|---|---|
| 17a. Calls on the Commission to ensure that the future European Competitiveness Fund and Union research and innovation programmes support secure next-generation ERTMS, cybersecurity, trusted digital and communication technologies, resilient energy supply, advanced threat detection and the physical protection of strategic rail infrastructure and intermodal nodes. |
Ana Vasconcelos, Benoit Cassart, Valérie Devaux, Jan-Christoph Oetjen, Oihane Agirregoitia Martínez, Jeannette Baljeu
| Motion for a resolution | Amendment |
|---|---|
| 17a. Calls on the Commission and Member States to establish fast-track permitting procedures for rail infrastructure projects, including by simplifying approval processes, reducing administrative complexity, one-stop-shop approaches where appropriate, and shorter approval timelines, in order to accelerate investment and project delivery; |
| Motion for a resolution | Amendment |
|---|---|
| 17a. Calls on the Commission to regularly evaluate of completed high-speed rail projects, including passenger demand, financial performance, environmental impact and regional economic effects, in order to improve future investment decisions; |
Sophia Kircher, Dariusz Joński, Markus Ferber, Elżbieta Katarzyna Łukacijewska, Borja Giménez Larraz, Alexandra Mehnert, Gheorghe Falcă, Martine Kemp
| Motion for a resolution | Amendment |
|---|---|
| 17b. Calls on the Commission and the Member States to ensure the effective implementation and enforcement of competition and open-access rules in the rail sector, including by guaranteeing fair, transparent and non-discriminatory access to rail-related services and service facilities, such as maintenance depots, train storage facilities, ticket counters, passenger information displays and other essential infrastructure, as barriers to access to such facilities remain a major obstacle for the market entry for new operators; welcomes the Commission's commitment to revise the current Implementing Regulation on access to service facilities and calls on the Commission to ensure that the targeted revision strengthens the competitiveness of rail, guarantees non-discriminatory access for new entrants and promotes the efficient use of railway infrastructure; |
Ana Vasconcelos, Benoit Cassart, Valérie Devaux, Jan-Christoph Oetjen, Oihane Agirregoitia Martínez, Jeannette Baljeu
| Motion for a resolution | Amendment |
|---|---|
| 17b. Calls on the Commission and Member States to ensure fair and reciprocal competition in rail procurement markets, making full use of existing Union instruments to address market distortions arising from foreign subsidies or other non-market practices; stresses that procurement procedures for rail infrastructure, rolling stock and digital systems should promote transparency, resilience and a level playing field for all participants. |
Sophia Kircher, Dariusz Joński, Markus Ferber, Elżbieta Katarzyna Łukacijewska, Borja Giménez Larraz, Alexandra Mehnert, Gheorghe Falcă, Martine Kemp
| Motion for a resolution | Amendment |
|---|---|
| 17c. Stresses the importance of balanced, transparent and predictable track access charges that support the competitiveness of rail and facilitate the development of new services, particularly for new market entrants; highlights that long-term visibility regarding charging frameworks and access conditions encourage investment, strengthen cross-border connectivity, improve infrastructure utilisation and contribute to sustainable infrastructure revenues; highlights that track access charges must not undermine the competitiveness of rail vis-à-vis other modes of transport as a consequence of underinvestment or deferred maintenance by Member States; |
Sophia Kircher, Dariusz Joński, Markus Ferber, Elżbieta Katarzyna Łukacijewska, Borja Giménez Larraz, Alexandra Mehnert, Gheorghe Falcă, Martine Kemp
| Motion for a resolution | Amendment |
|---|---|
| 17d. Calls on the Commission to review Directive 2007/59/EC on the certification of train drivers with a view to removing unnecessary barriers to cross-border rail services through harmonisation of training, certification and language requirements; calls for the introduction of English as a fallback language for international rail operations and encourages the deployment of innovative technologies, including AI-based communication and translation solutions, to facilitate seamless and uniform communication across borders, provided that such measures maintain the current level of railway safety; calls on the Commission to submit legislative proposals to this effect. |
| Motion for a resolution | Amendment |
|---|---|
| 17e. Welcomes the adoption of Regulation (EU) 2026/1184 of the European Parliament and of the Council of 20 May 2026 on the use of railway infrastructure capacity in the single European railway area, which strengthens EU-harmonised coordination of capacity planning and allocation, improves the efficient use of rail infrastructure, reduces congestion and bottlenecks, and lays the foundation for more seamless, punctual and reliable international passenger and rail freight services, thereby supporting a shift towards rail; calls on the Commission and the Member States to ensure its swift and effective implementation; |
Connections
The dossier, the decisions on this text and its other versions.
No connections found for this item.
Sources & citation
Where the facts on this page come from, and how to cite it.
- Data source
- Licensed CC BY 4.0.
- Retrieved
- 25 September 2026
Cite as
European Parliament (2026). “AMENDMENTS 1 - 267 - Draft report Connecting Europe through high-speed rail”. Text, 1 July 2026. docId TRAN-AM-790790. EU Parl Watch Research. https://news.eu-parl.st-solutions.dev/texts/TRAN-AM-790790 (retrieved 25 September 2026). Data: EP Open Data API: document record, https://data.europarl.europa.eu/api/v2/documents/TRAN-AM-790790 (CC BY 4.0).
BibTeX
@misc{epw-text-tran-am-790790,
author = {{European Parliament}},
title = {{AMENDMENTS 1 - 267 - Draft report Connecting Europe through high-speed rail}},
year = {2026},
date = {2026-07-01},
howpublished = {\url{https://news.eu-parl.st-solutions.dev/texts/TRAN-AM-790790}},
url = {https://news.eu-parl.st-solutions.dev/texts/TRAN-AM-790790},
urldate = {2026-09-25},
publisher = {EU Parl Watch Research},
note = {Text. docId TRAN-AM-790790. Data: EP Open Data API: document record (CC BY 4.0)}
}