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FNM S.p.A.

FNM Group

FNM Group in Glance: FNM is the leading integrated sustainable mobility Group in Lombardy. It is the first hub in Italy to combine railway infrastructure management with road transport and motorway infrastructure management, with the aim of proposing an innovative model to manage mobility supply and demand, designed to support optimization of flows as well as environmental and economical sustainability. It is one of Italy’s leading non-state investors in the sector. The Group focuses on four segments: -Ro.S.Co. and Service -Management of the railway infrastructure -Road passenger mobility -Management of the motorway infrastructure, since February 26, 2021 FNM owns 96% of Milano Serravalle - Milano -Tangenziali S.p.A. (MISE) 1, the concessionaire of the A7 motorway and Milan's ring roads. FNM S.p.A. is a company listed on the Italian Stock Exchange since 1926. The majority shareholder is Regione Lombardia, which holds a 57.57% stake.

Lobbying Activity

Response to Evaluation and revision of the Weights and Dimensions Directive

17 Feb 2022

We support a revision of the Weights & Dimensions Directive that promotes the development of INTERMODALITY. In this respect, we support the 5 GUIDING PRINCIPLES listed in the answer of CER (Community of European Railways and Infrastructure Companies) to this Call for Evidence and which we believe should drive the discussions on Weights & Dimensions: 1 Public authorities must set strict rules on the type of road vehicles that are allowed on the European market, in terms of weights, dimensions, derogations to dimensions (e.g. protruding devices), shapes, designs, resistance to air pressure, to make sure that they are compatible with rail transport and promote rail-road interoperability. 2 Public authorities must set strict rules on the characteristic needed for such vehicles to be transferred easily, quickly and cost-efficiently on and off wagons (promoting operational agility & compatibility between modes). These should include a cranability requirement. 3. Rules must be set on road vehicles combinations to be allowed on the market in order to optimise the use of both trucks and wagons capacity (certain trailers dimensions indeed do not allow to optimize wagon capacity). 4. Rules must be set on the usage of certain combinations. For example, modular trucks should not be used outside intermodal operations. Conversely, if used for intermodal operations, they may optimise the transport chain. If used for long distance road transport, they may simply cannibalise more energy-efficient rail-based transport chains: intermodal transport (of which combined transport), single wagonload and full-train business. See Frauenhofer Institute 2011 Study on the “Effects of the Introduction of LHVs on Combined Road-Rail Transport and Single Wagonload Rail Freight Traffic” available here: https://www.cer.be/publications/brochures-studies-and-reports/study-effects-introduction-lhvs-combined-road-rail. 5. Lastly, in the age of multimodality, the Weights & Dimensions Directive is no more to be considered a mere road directive. It is a directive for all modes, because it is of concern to all modes. Its revision must be conducted hand in hand with the revision of the whole multimodal framework of which the revision of the Combined Transport Directive is the 2nd pillar.
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