The EU Member States discussed, on Monday 18 July, at a meeting of the Working Party on Transport – Intermodal Questions and Networks, the Czech Presidency of the EU Council’s compromise proposal on certain sections of the third chapter of the revision of the Trans-European Transport Network (TEN-T) Regulation (see EUROPE 12992/9).
First of all, the Czech Presidency provided a number of clarifications regarding rail infrastructure located on the Comprehensive TEN-T, which, as a reminder, provides connectivity for all EU regions, and on the Core TEN-T, which consists of those parts of the Comprehensive TEN-T that are of greater strategic interest to the EU.
For example, the text provides that by 31 December 2050, on double-track railway lines located on the comprehensive TEN-T, at least one freight train with a length of 740 metres should be allocated one train slot per hour – and per direction – on the comprehensive TEN-T, whereas the European Commission had expected two.
By 31 December 2040, Member States should ensure that infrastructure on the ‘extended’ core TEN-T can accommodate, “without special authorisation, freight trains of at least 740 m in length, locomotive included”. On single tracks, these trains could have a slot every 2 hours.
In addition, the text specifies that freight trains should be able to travel at a speed of at least 100 km/h on at least 90% of the sections between two urban nodes, or between an urban node and the border of another Member State.
For passenger trains, at least 75% of the length of these sections should allow trains to run at least 160 km/h, the text adds.
However, the Czech Presidency proposes that Member States carry out a study prior to the construction or upgrading of existing infrastructure on the core TEN-T – or its extended version – to establish the “feasibility and economic relevance of higher speeds”.
Member States could, in justified cases, obtain derogations granted by the Commission by means of implementing acts, due to specific geographical constraints or important physical constraints. A “negative socio-economic cost-benefit analysis or a potential negative impact on the environment or biodiversity” could also allow for derogations. In any case, such a request should be “supported by sufficient evidence”.
Finally, the compromise proposal also addresses the issue of interoperability and air infrastructure on the TEN-T.
In this respect, the paper argues that core TEN airports with a total annual passenger traffic volume of more than 25 million passengers should be connected to the TEN-T rail network and urban nodes by 31 December 2030 by long-distance rail links, unless specific constraints prevent this.
See the document: https://aeur.eu/f/2oy (Original version in French by Thomas Mangin)