Udtalelse fra det irske parlament vedr. EU-Kommissionens forslag til retningslinjer for udviklingen af det transeuropæiske transportnetværk (TEN-T)

TITHE AN OIREACHTAIS
An Comhchoiste um Chomhshaol, Iompar, Cultúr agus Gaeltacht
Tuarascáil maidir le Rannchuidiú an Chomhchoiste leis an gCoimisiún
Eorpach ar a Thogra le haghaidh Rialacháin maidir le treoirlínte Aontais
chun an Gréasán Tras-Eorpach Iompair a fhorbairt, Com(2011)650
Eanair 2012
_______________
HOUSES OF THE OIREACHTAS
Joint Committee on Environment, Transport, Culture and the Gaeltacht
Report on the Joint Committee’s Contribution to the European
Commission on its Proposal for a Regulation on Union guidelines for
the development of the Trans-European Transport Network,
Com(2011)650
January 2012
31ETCG002 PRN No. A12/0121
Europaudvalget 2011
KOM (2011) 0650 Bilag 2
Offentligt
TITHE AN OIREACHTAIS
INDEX
Introduction Page 3
Decision of the Committee Page 3
Joint Committee’s Contribution on its Proposal for a Regulation
on Union guidelines for the development of the Trans-European
Transport Network, Com(2011)650
Page 5
Appendices
Appendix 1: Briefing provided by the Department of Transport, Tourism and
Sport
Appendix 2: Extract of the Transcript of the meeting of 10 January 2012
Appendix 3: COM(2011)650
Appendix 4: Membership of the Joint Committee
Appendix 5: Orders of Reference of the Joint Committee
1
2
Report on the Joint Committee’s Contribution to the European
Commission on its Proposal for a Regulation on Union guidelines for the
development of the Trans-European Transport Network, Com(2011)650
1. Introduction
The Joint Committee on Environment, Transport, Culture and the Gaeltacht at
its meeting of 8 December 2011 discussed the Commission’s proposal for a
Regulation on Union guidelines for the development of the Trans-European
Transport Network with the Minister for Transport during his briefing in
advance of the December meeting of the Transport Council. The Committee
subsequently considered this proposal on 15 December 2011 and agreed that
the proposal warranted further scrutiny and noted that there may be a
subsidiarity question to be addressed and a decision to be taken as to
whether a reasoned opinion would be required in response.
On 10 January 2012, the Joint Committee met with representatives of the
Department of Transport, Tourism and Sport to hear a briefing on the proposal
and to consider in particular, concerns raised by the Department that might be
relevant to the application of the principle of subsidiarity in the proposed
measure.
The Joint Committee wishes to thank the Minister and the Department for their
assistance in relation to the Committee’s work on this significant proposal.
2. Decision of the Committee
On 24 January 2012 the Joint Committee agreed the enclosed Contribution be
forwarded to the European Commission and the European Parliament and
that a report of the Joint Committee’s consideration of the Contribution be laid
before both Houses of the Oireachtas and a debate called for in both Houses
on the report.
The Joint Committee further agreed that in the interests of interparliamentary
cooperation on EU matters to forward to the appropriate Committee in each
3
EU member state national parliament a copy of this report and to ensure that
a copy was made available to Ireland’s MEPs and the Chairperson of the
European Parliament Committee on Transport and Tourism.
Ciarán Lynch T.D.
Cathaoirleach
4
Joint Committee on Environment, Transport, Culture and the Gaeltacht
Joint Committee’s Contribution to the European Commission on its
Proposal for a Regulation on Union guidelines for the development of
the Trans-European Transport Network, Com(2011)650
1. The Oireachtas Joint Committee on Environment, Transport, Culture and
the Gaeltacht is pleased to participate in the ongoing dialogue between
national parliaments and the European Commission and is grateful for the
opportunity it affords to contribute to policy development in the European
Union. The Joint Committee intends to avail of the provisions of the Lisbon
Treaty to the fullest extent and looks forward to the further enhancement of
the political dialogue between the Commission and the Houses of the
Oireachtas which is a key factor in the development of better EU policy and
laws which properly reflect the concerns and needs of Irish citizens.
2. The Joint Committee has considered the European Commission’s proposal
in some detail and has held public hearings on the matter with the
Department of Transport and has discussed the paper with the Minister for
Transport, Mr Leo Varadkar. In connection with its work the Joint
Committee also discussed the Commission’s proposed regulation
establishing the Connecting Europe Facility, COM(2011)665. Following its
deliberations the Committee has prepared this contribution which seeks to
address the key issues and asks that the Commission take into account
the views and positions set out in this contribution when it comes to the
ongoing negotiations.
3. The Joint Committee welcomes the overarching aims and objectives of the
revision of the TEN-T Guidelines and the establishment of the Connecting
Europe Facility and supports the Commission’s efforts to establish a truly
barrier free, efficient and innovative transport network. The Joint
Committee notes the importance of this initiative for the Union’s economic
recovery by realising the positive potential of transport infrastructure for
business and growth. Clearly given Ireland’s geographical position an
efficient network and excellent connections to mainland Europe is vital to
Ireland’s interests. A regulatory framework which encourages smarter
investment decisions across Europe should result in Irish exporters gaining
access to European markets quicker and more cheaply and should also
facilitate more opportunities for overseas tourists to visit Ireland.
4. Ireland fully supports the co-ordinated development of trans-European
networks and, where necessary, action at European level, particularly for
5
cross-border sections of the transport networks. The Committee
understands and agrees that such long term strategic thinking as shown by
the Commission in its proposal is necessary. However the Joint Committee
also agreed these ideal long term objectives need to be balanced with a full
appreciation of the practical implications of the current difficult economic
climate in which we all find ourselves.
5. The Joint Committee considered the Commission’s proposal from the point
of view of adherence with the Protocol on the Application of the Principles
of Subsidiarity and Proportionality. The Committee noted that the
Commission in its proposal and impact assessment justifies its action in
this area by reference to the recognition in the treaties of the need for EU
level action on Trans European networks. The Joint Committee formed the
view that in terms of the “necessity” and greater benefits test; the objectives
of this measure includes transnational aspects which potentially can be
better be regulated at EU level. The Joint Committee agreed that on
balance it did not believe that there had strictly been a breach of the
principle of subsidiarity and therefore agreed not to consider a Reasoned
Opinion on this proposal. However the Committee did express some
concerns from a proportionality point of view, in particular with regard to
how far the proposal goes to achieve its objectives as set out below.
General Comments
6. Proposed Governance structures: The Joint Committee has strong
concerns regarding the proposed governance structures designed to
ensure the delivery of objectives as set out in the draft Regulation. The
Committee supports the Commission’s initiatives to reduce administrative
burdens and would like to see this philosophy more to the fore in this
instance. A key principle should be the avoidance of unnecessary
administrative burden on Member States or commercial stakeholders. In
addition the Committee is concerned at the degree to which this Regulation
imposes top-down requirements on Ireland and other Member State’s
transport networks and investment decisions - over and above what might
be necessary. The Committee understands that a number of other Member
States have raised concerns in this regard in particular that the regulation
may result in the Commission being required to instigate infringement
proceedings on Member States for non-compliance or delays in carrying
out works.
7. Specifications: As regards the specifications set out in the Regulation the
Joint Committee believes that a one size fits all approach is not optimum
6
given the diversity of transport infrastructures and national requirements
that exists across the EU. In Ireland’s case the level of specification
envisaged for both the Core and Comprehensive Networks may be
disproportionate to the level of traffic flows across the network and the
isolated nature of Ireland’s transport network. This is particularly true for the
rail network where the Commission’s focus is on improving interoperability
and developing higher speed rail links across Europe.
8. The Joint Committee believes that there is a clear case for a calibrated
approach to the implementation of this Regulation which takes account of
the specific nature of Member States’ transport infrastructure and projected
traffic volumes on the Network in more peripheral parts of that Network.
9. The Joint Committee looks forward to receiving the Commission’s response
to its observations and it hopes that the Committee’s recommendations can
be taken into account. The Joint Committee also intends to directly contact
our counterparts in other national parliaments to share our views on this
matter.
Oireachtas Joint Committee on Environment, Transport, Culture and the
Gaeltacht
Dublin
24 January 2012
7
8
APPENDIX 1
BRIEF FOR OIREACHTAS COMMITTEE
10 JANUARY 2012
CONTENTS
 Presentation by Michael Harper, Transport Counsellor, Irish Permanent Representation to
the EU
 Oireachtas Information Notes on TEN T and CEF (Department of Transport, Tourism and
Sport)
 Speech by Siim KALLAS on TEN T and CEF at TEN T « information » Days, Antwerp, 29
November 2011
 Background Press Briefing on TEN T and CEF proposals (Commission publication)
 Summary of contents of proposed Regulation on TEN T (EP publication)
 TEN T Network ‐ Country by Country Background Information (Commission publication)
Statement by Micheal Harper, Transport Counsellor,
Irish Permanent Representation to the EU
Re: Commission proposal Com (2011) 650 – Proposal for a Regulation of the European
Parliament and of the Council on Union guidelines for the development of the Trans‐
European Transport Network
Joint Oireachtas Committee ‐ 10 January 2012
Introduction
I would first like to thank the Chairman and the Committee for this opportunity to address
you in relation to what is a very important legislative dossier on the EU transport agenda.
With your permission, I propose to give some background on the Commission proposal;
some of more important implications for Ireland and our position on the proposal; and the
current state of play in relation to the negotiations with Council and the European
Parliament. I understand you are particularly interested in the concerns we have raised in
relation to technical specifications and the governance structures for the implementation of
the proposal. I will cover these in my presentation.
What is the proposal about?
On 19 October, the European Commission announced two major proposals to further
develop Trans European Transport Networks. These were firstly:
a Regulation defining a framework for the development of the European network over the
next 4 decades to 2050 – the so‐called TENS T regulation, and secondly:
a Regulation – called the Connecting Europe Facility ‐ to support, inter alia, the development
of the most strategic elements of the network over the period 2014 to 2020.
While today’s focus is on the first part of the package, both proposals are very much
interlinked and represent vital instruments in shaping EU transport policy over the medium
to longer term. They are, to a very large extent, based on the vision set out in the
Commission’s White Paper on Transport – published earlier this year. I understand the
Committee has received information notes on all three initiatives.
As regards TENS T specifically, the Commission is proposing a strategic framework for
coordinating investment decisions on Europe’s transport infrastructure which aim to ensure
better, smarter and more sustainable transport systems are in place over the next 20 to 40
years. Once adopted, the new TENS T regulation will replace an existing Decision of the
Council, EP and Commission on TENS T.
The key difference between the new and existing TENS T framework is that the new one will
consist of two layers: a Core Network to be completed by 2030 and a Comprehensive
Network feeding into this, to be completed by 2050. These are specified in Maps annexed to
the Commission proposal.
The comprehensive network is intended to ensure extensive coverage of the EU and
accessibility for all European regions to the Core Network. The Core Network comprises the
most important links and nodes on the network and has been devised by the Commission
based on various criteria including traffic demand. It is intended that the Core Network will
be fully functional by 2030. Both layers include all transport modes: road, rail, air, inland
waterways and maritime transport.
The TEN‐T guidelines set common requirements for both the Comprehensive and the Core
Network in order to ensure seamless and consistent transport links along the network.
Specifications for the core network are higher than those for the comprehensive network.
The guidelines also foster the implementation of traffic management systems which will
allow optimising the use of infrastructure and by increasing efficiency, to reduce CO2
emissions.
The implementation of the core network will be managed using the so‐called “corridor
approach”. There are 10 corridors identified in the Connecting Europe proposal, one of
which covers Ireland. They cover at least 3 transport modes, 3 Member States and 2 cross‐
border sections. European co‐ordinators – appointed by the Commission ‐ will chair
"corridor platforms" that bring together all the stakeholders – including Member States,
infrastructure operators, etc to design and deliver the various elements of the corridor.
They are effectively a management structure to oversee the delivery of the Core Network in
each Member State.
So much for the proposal itself.
What are the implications for Ireland?
The impacts of the proposal on Ireland are essentially two fold. From an economic
perspective, we welcome the objectives which underpin the initiative – these are essentially
about making Europe more competitive and assisting the development of a transport
network which is fit for purpose. As an island on the periphery of Europe, transport links to
our main trade and tourism markets are vital. A regulatory framework which encourages
smarter investment decisions across Europe should result in Irish exporters gaining access to
European markets quicker and more cheaply and should also facilitate more opportunities
for overseas tourists to visit Ireland.
However, this framework comes at a price – and in Ireland’s case, the price is prohibitively
high and in certain cases, unnecessary. The Commission estimate that in order to deliver the
key upgrades envisaged on the Core Network, an investment of €250bn will be needed. As it
stands, the Connecting Europe Facility proposal will provide EU funding of €21 bn over the
period 2014 to 2020 to address the upgrades envisaged. An additional €10bn will be
ringfenced from the Cohesion Fund. The balance of the investment – just under 90% ‐ will
fall to public and private investors. This is simply not a realistic expectation in the current
economic and fiscal climate – either in Ireland or in most other EU Member States for that
matter.
It is also evident that the level of specification envisaged for both the Core and
Comprehensive Networks is disproportionate to the level of traffic flows across the network
and the isolated nature of Ireland’s transport network. This is particularly true for the rail
network where the Commission’s focus is on improving interoperability and developing
higher speed rail links across Europe.
There are two examples which illustrate this point. The proposed regulation requires full
electrification of the rail lines on the Core Network. This in theory is to encourage faster
journey times and cleaner more sustainable transport. In Ireland’s case, only a small portion
of the rail track is electrified. Full electrification of the rail line from Belfast to Dublin to Cork
/ Limerick would cost in the order of €3bn. Even with such an investment, the goal of higher
speeds would not be achieved without additional significant investment in track alignment,
re‐configuring of level crossings and safety upgrades.
A second example relates to the specification for roads on the Core Network. Here, Ireland
would be required to provide rest stops every 50 km on its motorway network. Such a level
of frequency is not justified commercially or otherwise in an Irish context where the journey
times on the motorway network included on the Core element would be considerably less
than regulated 4 and a half hours. In addition, any trans‐European road journeys to and
from Ireland would be punctuated by a rest period on a ferry in any case.
In other words, investment in achieving these two key specifications on our road and rail
network would be both excessive and unwarranted from a VFM perspective – even if we
had the money. For this reason we have argued for a significant re‐calibration of the
specifications to take account of projected traffic flows and VFM considerations.
As you know, we also have strong concerns regarding the proposed governance structures
set out in the draft Regulation. A key principle here should be the avoidance of unnecessary
administrative burden on Member States or commercial stakeholders. Under the existing
guidelines, cross border priority projects have been rolled out on time and within budget in
Ireland. North –South cooperation in relation to transport investment has been a broadly
positive experience. We do not see any added value in creating elaborate “core corridor
platforms” underpinned by additional and as yet unspecified Commission regulation.
Another concern here relates to subsidiarity ‐ an issue which we also flagged in the
information note to the Committee.
Clearly, as the Commission points out in the proposal, the coordinated development of a
trans‐European transport network within Europe requires action to be taken at European
level rather than individually by Member States ‐ particularly for cross‐border sections.
However, the concern relates to the degree to which this Regulation imposes top‐down
requirements on Ireland and other Member State’s transport networks and investment
decisions ‐ over and above what might be deemed necessary or legally appropriate.
A number of other Member States have raised concerns in this regard. Council Legal Service
have been asked for an opinion – particularly as regards the legal base used to support the
proposal ‐ Article 172 of the TFEU. In addition, the Commission has been asked to clarify
what happens if the prescribed specifications are not met within the timeframe allowed.
These issues are dealt with in Chapter IV of the proposal. As regards delays in completing
the Core Network, Article 59 of the proposed Regulation states that the Commission “may
..decide to take appropriate measures”. The concern here is that the regulation offers the
potential for the Commission to instigate infringement proceedings on Member States for
non‐compliance or delays in carrying out works.
There is a clear case for a calibrated approach to the implementation of this Regulation
which takes account of the specific nature of Member States’ transport infrastructure and
projected traffic volumes on the Network in more peripheral parts of that Network.
This is the position we have taken in the negotiations at technical and political level and
there appears to be growing support from other Member States for this position.
What is the current state of play in the negotiations?
We are still at relatively early stages in the negotiation of this proposal. The Danish
Presidency hope to achieve a so‐called “general approach” on the proposal at Transport
Ministers Council in March although realistically, this is more likely to happen in June. The
European Parliament has only recently appointed a Rapporteur which is the first step in
their examination of the Commission proposal. We would however expect the European
Parliament to be strongly in favour of the Commission proposals here so there is very likely
to be a protracted negotiation between Council and the European Parliament during the
Cypriot Presidency which could easily fall to the Irish Presidency in 2013 to get over the line.
Conclusion
At this point, we are reasonably confident that Ireland’s particular concerns are getting
traction within Council and the Commission itself is increasingly aware of the particular
nature of our transport network and the need for flexibility.
I have tried to be as comprehensive as possible in my opening statement. This is a very
complex proposal both technically and legally. I have a number of colleagues from the
Department with me today and we are more than happy to take questions on the matter. If
we can’t answer all of them we will certainly do our best to get back to the Committee with
answers after the meeting.
Thank you
Com (2011) 650
Information Note
1. Proposal
Proposal for a Regulation of the European Parliament and of the Council on Union guidelines
for the development of the Trans-European Transport Network
2. Date of Commission document
24 October 2011
3. Number of Commission document
COM (2011) 650
4. Number of Council document:
2011/0294
5. Dealt with in Brussels by
Transport Council / Intermodal Questions Working Group
6. Department with primary responsibility
Department of Transport, Tourism and Sport
7. Other Departments involved
No
8. Background to, Short summary and aim of the proposal
On 19 October, the European Commission announced new proposals for Trans European
Transport Networks – which include a draft Regulation defining a framework for the
development of the European network over the next 4 decades to 2050 and a funding
instrument – called “Connecting Europe” - to support, inter alia, the development of the most
strategic elements of the network (the so-called “Core Network”) over the period 2014 to
2020.
The new Commission proposals set out a strategic framework for coordinating decisions on
transport infrastructure across the 27 Member States in order to ensure better, smarter and
more sustainable transport systems are in place both within the EU itself and also with key
third country partners.
The new TEN-T network will consist of two layers: a core network to be completed by 2030
and a comprehensive network feeding into this, to be completed by 2050. The comprehensive
network, will ensure full coverage of the EU and accessibility of all regions. The core
network will prioritize the most important links and nodes of the TEN-T, to be fully
functional until 2030. Both layers include all transport modes: road, rail, air, inland
waterways and maritime transport, as well as intermodal platforms.
The TEN-T guidelines set common requirements for the TEN-T infrastructure – with tougher
requirements for the core network. This will ensure fluent transport operations throughout the
network. The policy also fosters the implementation of traffic management systems which
will allow optimising the use of infrastructure and by increasing efficiency, to reduce CO2
emissions.
The implementation of the core network will be facilitated using a corridor approach. Ten
corridors will provide the basis for the co-ordinated development of infrastructure within the
core network. Covering at least 3 modes, 3 Member States and 2 cross-border sections, these
corridors will bring together the Member States concerned, as well as the relevant
stakeholders, for example infrastructure managers and users. European co-ordinators will
chair "corridor platforms" that will bring together all the stakeholders – these will be a major
instrument to guarantee co-ordination, co-operation and transparency.
9. Legal basis of the proposal
The legal basis for this proposal is Article 172 TFEU.
10. Voting Method
QMV
11. Role of the EP
Co-decision
12. Category of proposal
Major significance in terms of EU Transport Policy to 2050.
13. Implications for Ireland & Ireland's Initial View'
Europe is and will continue to be our strongest trading partner and source market for tourism.
Transport connections to Europe are therefore vital to our economic resurgence. In that
context, the development of a strong transport network across Europe which is fit for purpose
is vital to Ireland interests. The specific implications of the proposals for Ireland’s transport
infrastructure will need to be examined carefully – particularly in terms of the specifications
being sought over the period in question for road, rail, ports and airports and Ireland’s
capacity to deliver in the current economic climate. Ireland is included in the so-called “Core
Network” which will be the focus of the Commission’s proposed “Connecting Europe”
facility – announced as part of the package.
14. Are the any subsidiarity issues for Ireland?
Not clear as yet. The coordinated development of a trans-European transport network to
support transport flows within the single European market and economic, social and
territorial cohesion within Europe requires action to be taken at European Union level, as
such action could not be taken individually by Member States. This is particularly the case
for cross-border sections. However, there are issues in relation to degree to which this new
instrument is imposing top-down requirements on Ireland’s transport network over and above
what might be deemed necessary in terms of projected traffic flows and socio-economic
return for the investment involved.
15. Anticipated negotiating period
Likely to take 18 months at least.
16. Proposed implementation date
20th
day after final version of the Regulation is published.
17. Consequences for national legislation
As a Regulation, it will be binding in its entirety and directly applicable in all Member States.
18. Method of Transposition into Irish law
N/a
19. Anticipated Transposition date
N/a
20. Consequences for the EU budget in Euros annually
The proposal will not entail any additional cost for the EU budget.
21. Contact name, telephone number and e-mail address of official in Department with
primary responsibility
Caoimhín Ó Ciaruáin
EU Coordination and Presidency Planning Unit
Department of Transport, Tourism and Sport
44 Kildare Street, Dublin
Direct line: 353 1 6041022
Email: caoimhinociaruain@dttas.ie
GSM: +353 (0)87 7942608
Date 24 October 2011
Com (2011) 665/3
Information Note
1. Proposal
REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL
establishing the Connecting Europe Facility
2. Date of Commission document
24 October 2011
3. Number of Commission document
COM (2011) 665/3
4. Number of Council document:
Not availalbe
5. Dealt with in Brussels by
Transport Council / Intermodal Questions Working Group
6. Department with primary responsibility
Departments of Transport, Tourism and Sport (transport element) and Communications,
Energy and Natural Resources (Energy and Telecoms elements)
7. Other Departments involved
Department of Finance (in context of overall negotiation on the Multi-Annual financial
framework for the period 2014-2020).
8. Background to, Short summary and aim of the proposal
On 19 October, the European Commission announced new proposals for Trans European
Transport Networks – which include a draft Regulation defining a framework for the
development of the European network over the next 4 decades to 2050 and a funding
instrument – called “Connecting Europe” - to support, inter alia, the development of the most
strategic elements of the network over the period 2014 to 2020.
The new Commission proposals set out a strategic framework for coordinating decisions on
transport infrastructure across the 27 Member States in order to ensure better, smarter and
more sustainable transport systems are in place both within the EU itself and also with key
third country partners.
The “Connecting Europe” proposal was already part of the proposed Multi-Annual financial
framework for the period 2014-2020: ''A Budget for Europe 2020'', announced in June 2011.
In this, the Commission decided to propose the creation of a new integrated instrument for
investing in EU infrastructure priorities in Transport, Energy and Telecommunications: the
"Connecting Europe Facility" (hereafter CEF).
This draft Regulation sets out the provisions governing the CEF. It draws on the work
undertaken to prepare the revision of the policy framework in all three sectors (Transport,
Energy, and Telecommunications) for the next Multi-Annual financial framework (2014-
2020). In line with Article 170 of TFEU, new guidelines are proposed in each sector in line
with the CEF. Therefore, the revised Guidelines for Transport, Energy and
Telecommunications on the one hand and the CEF on the other hand constitute one coherent
regulatory package.
In the transport sector, a Europe-wide ‘core network’ has been identified using a pan-
European planning methodology. This core network with corridors, carrying freight and
passenger traffic with high efficiency and low emissions, makes extensive use of existing
infrastructure. By completing missing links and alleviating bottlenecks and with the use of
more efficient services in multimodal combinations, it will handle the bulk of transport flows
in the single market. The cost of EU infrastructure development to match the demand for
transport has been estimated at over €1.5 trillion for 2010-2030 for the entire transport
networks of the EU Member States. The completion of the trans-European transport networks
requires about €500 billion by 2020, of which €250 billion would be needed to complete
missing links and remove bottlenecks on the core network.
9. Legal basis of the proposal
The legal basis for this proposal are Articles 170, 171 and 172 TFEU.
10. Voting Method
QMV
11. Role of the EP
Co-decision
12. Category of proposal
Major significance in terms of EU Transport Policy over the period 2014-2020.
13. Implications for Ireland & Ireland's Initial View'
Europe is and will continue to be our strongest trading partner and source market for tourism.
Transport connections to Europe are therefore vital to our economic resurgence. In that
context, the development of a strong transport network across Europe which is fit for purpose
is vital to Ireland interests. The specific implications of the proposals for Ireland’s transport
infrastructure will need to be examined carefully – particularly in terms of the specifications
being sought over the period in question for road, rail, ports and airports and Ireland’s
capacity to deliver in the current economic climate. Ireland is included in the so-called “Core
Network” which will be the focus of the transport element of the CEF.
14. Are the any subsidiarity issues for Ireland?
No.
15. Anticipated negotiating period
Likely to take 18 months at least.
16. Proposed implementation date
1 January 2014
17. Consequences for national legislation
As a Regulation, it will be binding in its entirety and directly applicable in all Member States.
18. Method of Transposition into Irish law
N/a
19. Anticipated Transposition date
N/a
20. Consequences for the EU budget in Euros annually
The Commission’s proposal for the next Multi-Annual financial framework includes a
proposal for €50 billion for the period 2014-2020 for the CEF, of which €31.7 billion is
earmarked for transport with €10bn of this from the Cohesion Fund. Over the seven years in
question, this would be €7.14bn annually.
21. Contact name, telephone number and e-mail address of official in Department with
primary responsibility
Caoimhín Ó Ciaruáin
EU Coordination and Presidency Planning Unit
Department of Transport, Tourism and Sport
44 Kildare Street, Dublin
Direct line: 353 1 6041022
Email: caoimhinociaruain@dttas.ie
GSM: +353 (0)87 7942608
Date 24 October 2011
SPEECH by Siim Kallas ‐ Vice‐President and Commissioner for Transport
"TEN‐T Days" conference on the trans‐European transport network: opening
remarks ‐ Antwerp, 29 November 2011
Ministers,
Honourable Members of the European Parliament,
Ladies and gentlemen,
Welcome to TEN-T Days 2011 in Antwerp! As in 2008, I would have been happy to receive
you in Brussels. But this venue, next to the splendid railway station situated on the core
network, makes it a natural choice.
This is the fourth time that Member States, local and regional authorities, stakeholders and
the European Commission are meeting to discuss the development and main issues
regarding the trans-European transport network.
Of course, this year our focus will be on the new TEN-T Guidelines and the Connecting
Europe Facility. This conference, organised so soon after both proposals were launched, will
allow – as our previous TEN-T conferences have also done – all parties to have a useful and
beneficial exchange as we begin the co-decision process.
Transport in the multiannual financial framework (MFF)
The revised TEN-T Guidelines and their links to the proposed Connecting Europe Facility
were adopted by the Commission on 19 October, together with a proposal to launch a pilot
phase of the project bonds initiative. This package has a high importance for achieving
sustainable growth in Europe, which is now at the core of our concerns. The key objective of
both proposals is the targeted use of financial resources, which is especially vital at a time of
economic crisis and given that infrastructure is the backbone of the economy.
As you know, the overall Multiannual Financial Framework proposes a stable budget. But
within this, transport is a clearly identified priority and recognised as an instrument that can
revitalise the competitiveness of our economy. Developing the TEN-T will have positive
effects on the free movement of goods, integration in the internal market, accessibility and
territorial cohesion, as well as on creating economic growth and jobs.
The TEN-T Guidelines and the Connecting Europe Facility will contribute significantly to
establishing a competitive and resource-efficient transport system. They will help to reduce
congestion, unleashing the potential of transport infrastructure for business and growth, as
well as supporting the development of innovative transport. At the same time, they will help
us to achieve the EU's 2020 goals by giving priority to environmentally friendly modes of
transport: rail, short sea shipping and inland waterways. They also encourage the
deployment of intelligent transport systems that will improve the efficiency of transport
operations.
The proposed budget for the Connecting Europe Facility (€ 31.7 billion) is the guarantee that
funding will benefit the priority transport infrastructure which has the high EU added value
needed to spur economic growth and ensure cleaner transport. That is why the Connecting
Europe Facility and the TEN-T Guidelines go hand in hand, and should be discussed
together - and also why the Commission has attached, in the Annex of the Connecting
Europe Facility, a list of projects to be financed.
Content of the guidelines
While the Connecting Europe Facility takes the next Financial Perspectives as its timeframe,
the TEN-T Guidelines aim at implementing the network by 2030 for core network and 2050
for the comprehensive network.
Our concept is based on a dual layer structure and the methodology used to select the top
layer, the so-called core network, has gone through a thorough consultation process of the
Member States, the European Parliament and all the parties involved. The core network is
the main innovation. It embraces both the existing and planned infrastructure, and selects a
limited number of projects that offer the highest European added value
These are the areas we need to tackle:
- missing links;
- poor East–West connections;
- fragmented infrastructure;
- a lack of interoperability;
- and we also need to focus investment.
In short, we need to move from a patchwork to a network.
On Corridors in the Guidelines and the Connecting Europe Facility
To implement the core network, the Commission proposes a reinforced corridor approach to
bring the highest value for money. One euro spent only within one Member State will give a
poorer result than one euro spent in coordination with several Member States and
stakeholders involved in the projects, taking into account the overall traffic flows and needs.
These corridors will also provide for greater modal integration, interoperability and
coordinated development and management of infrastructure, including binding timetables.
We are also very committed to applying the "use it or lose it" rule to ensure the timely
delivery of projects.
The corridors will be governed through platforms, composed of the Member States
concerned and the other public and private parties involved, all under the auspices of a
coordinator and based on the positive experience with the current coordinators. These
platforms will be loose structures which strengthen a forum that might already exist. They will
not lead to additional bureaucracy. We propose a pragmatic and flexible approach – not
''one-size-fits-all''.
These future corridors are designed as an implementation tool to ensure that investments
are coordinated to deliver maximum EU added value. The 10 core network corridors and
other key core network sections such as missing cross-border connections and bottlenecks,
as well as traffic management systems such as SESAR and ERTMS, will be allocated
between 80 and 85% of the available funds to make sure that European financing is
available primarily for projects with the highest EU added value.
On the Connecting Europe Facility
Of the €31.7 billion proposed for transport in the Connecting Europe Facility, €10 billion is
earmarked from within the Cohesion Fund. This €10 billion is only available for the Cohesion
Fund eligible Member States, not the whole EU-27. Higher co-financing rates will apply for
this €10 billion: the same as for the rest of the Cohesion Fund. This will provide an additional
guarantee for eligible Member States, because €24 billion of Cohesion Fund money will also
be allocated to transport projects on the TEN-T comprehensive network.
The Connecting Europe Facility will further enable private sector investment for transport,
essential in time of budgetary constraints. We envisage that about €2 billion could be
absorbed by innovative financing instruments such as project bonds.
This will be done in partnership with the EIB, which recently scored some notable successes
with the Loan Guarantee Instrument for TEN-T Projects: the Tours-Bordeaux high-speed rail
link.
Expectations are high. The Commission has calculated that this €31.7 billion could generate
between €140 and €150 billion of investment on the European Core Network thanks to the
leveraging effect.
I would like to stress that the proposed Connecting Europe Facility is designed to be
centrally managed. The TEN-T Executive Agency would be responsible for implementing
this budget through calls for proposal. Without well prepared project proposals, there will be
no funding. The 'use-it–or-lose-it' principle shall continue to apply, as I have already
mentioned.
Apart from the successes of the central management of the TEN-T, I would like to say that
the European Coordinators also contribute a great deal to ensuring transparency. They have
been heard last week by the European Parliament and are here today with us in Antwerp to
pass on the valuable experience they have gathered during their mandates and to
participate in several workshops during this conference.
To conclude, I would like to emphasise that it is only with a modernised, much more effective
and targeted TEN-T policy which embodies genuine European added value that we will all
be able to make a convincing case for the Connecting Europe Facility in the upcoming
negotiations for the Multi-Annual Financial Framework. So let us continue to be bold and
work together on setting out this new policy.
Thank you for your attention.
Commission Press Pack on TEN T and CEF Proposals
Brussels, October 19, 2011
Connecting Europe: The new EU core transport network
The Commission has today adopted a proposal to transform the existing patchwork
of European roads, railways, airports and canals into a unified transport network
(TEN-T). The new core network will remove bottlenecks, upgrade infrastructure and
streamline cross border transport operations for passengers and businesses
throughout the EU. It will improve connections between different modes of
transport and contribute to the EU's climate change objectives.
European Commission Vice-President Siim Kallas, responsible for transport, said: "Transport
is fundamental to an efficient EU economy, but vital connections are currently missing.
Europe's railways have to use 7 different gauge sizes and only 20 of our major airports and
35 of our major ports are directly connected to the rail network. Without good connections
Europe will not grow or prosper."
The new policy follows a two-year consultation process and establishes a core transport
network to be established by 2030 to act as the backbone for transportation within the Single
Market. The financing proposals published today (for the period 2014–2020) also tightly focus
EU transport funding on this core transport network, filling in cross-border missing links,
removing bottlenecks and making the network smarter.
The new core TEN-T network will be supported by a comprehensive network of routes,
feeding into the core network at regional and national level. This will largely be financed by
Member States, with some EU transport and regional funding possibilities, including with new
innovative financing instruments. The aim is to ensure that progressively, and by 2050, the
great majority of Europe's citizens and businesses will be no more than 30 minutes' travel
time from this comprehensive network.
Taken as a whole, the new transport network will deliver:
 safer and less congested travel
 as well as smoother and quicker journeys.
The 31.7 billion euros allocated to transport under the Connecting Europe Facility of the MFF
(Multi-Annual Financial Framework) will effectively act as "seed capital" to stimulate further
investment by Member States to complete difficult cross-border connections and links which
might not otherwise get built. Every 1 million euros spent at European level will generate 5
million from Member State governments and 20 million from the private sector.
Maps showing the core TEN-T (Trans-European Transport Network) for 2030 as well as the
major implementing corridors for the financing period 2014–2020 are attached.
Background:
The new policy sets out a much smaller and more tightly defined transport network for
Europe. Its aim is to focus spending on a smaller number of projects where real EU added
value can be realised. Member States will also face more rigorous requirements in terms of
common specifications which will work cross-border, and legal obligations actually to
complete the project.
The TEN-T network consists of two layers: a core network to be completed by 2030 and a
comprehensive network feeding into this, to be completed by 2050. The comprehensive
network, will ensure full coverage of the EU and accessibility of all regions. The core network
will prioritize the most important links and nodes of the TEN-T, to be fully functional until
2030. Both layers include all transport modes: road, rail, air, inland waterways and maritime
transport, as well as intermodal platforms.
The TEN-T guidelines set common requirements for the TEN-T infrastructure – with tougher
requirements for the core network. This will ensure fluent transport operations throughout
the network. The policy also fosters the implementation of traffic management systems which
will allow optimising the use of infrastructure and by increasing efficiency, to reduce CO2
emissions.
The implementation of the core network will be facilitated using a corridor approach. Ten
corridors will provide the basis for the co-ordinated development of infrastructure within the
core network. Covering at least 3 modes, 3 Member States and 2 cross-border sections,
these corridors will bring together the Member States concerned, as well as the relevant
stakeholders, for example infrastructure managers and users. European co-ordinators will
chair "corridor platforms" that will bring together all the stakeholders – these will be a major
instrument to guarantee co-ordination, co-operation and transparency.
See http://ec.europa.eu/transport/index_en.htm for core network maps, national maps,
projects lists.
Key facts and figures – Frequently Asked Questions
 Transport is fundamental to an efficient European economy.
 Freight transport is expected to grow by 80% by 2050. And passenger
transport by more than 50%.
 Growth needs trade. And trade needs transport. Areas of Europe without good
connections are not going to prosper.
The new core network – the figures
The core network will connect:
 83 main European ports with rail and road links
 37 key airports with rail connections into major cities
 15,000 km of railway line upgraded to high speed
 35 cross border projects to reduce bottlenecks
This will be the economic lifeblood of the single market. Allowing a real free flow of goods
and people around the Union.
The new core network – the funding:
It is estimated that the cost of implementing the first financing phase for the core network for
2014–2020 (see attached list of projects) will cost 250 billion. The core network is to be
completed by 2030.
The Connecting Europe Facility makes available for transport infrastructure 31.7 billion euros
for the next financial period 2012–2020. 80% of this money will be used to support:
 Core network projects priority projects along the 10 implementing corridors
on the core network. Funding will also be available for a limited number of other
sections projects of high European added value on the core network.
 Funding for horizontal projects – these are IT related – such as funding for
SESAR (the technological dimension of the Single European Sky Air Traffic
Management System), or ERTMS the European Rail Traffic Management System which
must be used throughout the major transport corridors. This is a particular priority –
as another innovation on the new core network is that there are tougher obligations
for transport systems to "join up", i.e. to invest in meeting mainly existing EU
standards, for example on common rail signalling systems.
The remaining funding can be made available for ad hoc projects, including for projects on
the comprehensive network.
How do I see which transport projects will be funded for my country?
The basic principle is that that every country benefits from access to a strong core European
transport network – allowing for the free flow of people and goods. All European countries will
be connected to this network.
The list of projects that have been identified as a priority for EU funding for the next financing
period (2014–2020) are set out in the annex to the Connecting Europe Regulation – see
annex attach to this MEMO.
These projects are eligible for EU transport funding for 2014–2020 because:
 they meet the criteria set out in the methodology to be on the core network
(see below for more information on the methodology and criteria)
 they have high EU value added
 and are mature for implementation between 2014 and 2020
It will be up to the Member States to submit detailed proposals to the Commission and on
that basis funding will allocated. This should happen as of early 2014. The precise level of EU
funding available also depends on the details for the national proposals. Overall, the EU
contribution to a major transport infrastructure development will normally be around 20% of
the investment costs for any 7-year budget period. Support for individual studies can be up
to 50 % and for studies and construction work in the case of cross-border projects up to
40%. The rest is from Member States, regional authorities or possibly private investors.
What if I am not on the core network? What is the comprehensive network? Who
funds it and how does it work?
At a regional and national level what we call the comprehensive network will feed into the
core network. This comprehensive network is an integral part of TEN-T policy. This will be
largely managed by the Member States themselves with some funding available under
transport and of course under regional policy. That is subsidiarity in action. It is our intention
that progressively, and by 2050, the great majority of Europe's citizens and businesses will
be no more than 30 minutes in travel time from this feeder network.
The new TEN-T guidelines go much further than before in terms of specifying requirements,
also including the comprehensive network, so that over time – looking ahead to 2050 – large
parts of the comprehensive network join up in terms of fully interoperable and efficient
standards, for rail, electric cars, etc.
What are the tougher requirements for the core network?
There are two important sets of requirements for projects receiving funding on the core
network: (a) technical requirements which need to be applied; and (b) new legal
requirements to finish projects.
The technical requirements:
It make sense that in particular for a core network, technical requirements must be
interoperable across the network. For example, that means that ERTMS (the European Rail
Traffic Management System) – the basic ITS systems to control the trains must apply
everywhere. Equally, road safety standards in terms of tunnel safety requirements and road
safety requirements must apply across the network, and the technology for ITS (intelligent
transport systems) must join up. Also if there are future electric vehicle infrastructure
charging points to be built, logically, they must meet common standards, so the cars can use
them all across the network.
The legal requirements:
There is a new tough legal requirement introduced in the TEN-T guidelines so that Member
States with projects receiving funding on the core network, have a legal obligation to finish
those projects. That is an obligation to finish by 2030 – completion date for the core network.
However this legal requirement should provide a clear incentive for Member States to keep
transport projects on track.
How will we get to the 250 billion euros needed for the core network?
The 31.7 billion euros allocated to transport under the Connecting Europe Facility of the MFF
(Multi Annual Financial Framework) will effectively act as "seed capital" to stimulate further
investment by Member State to complete the difficult cross border connections and links,
which might not otherwise get built.
There is a very strong leverage effect from TEN-T funding. Experience in recent years shows
that every 1 million euros spent at European level will generate 5 million from Member State
governments and 20 million from the private sector.
Added to this leveraged money is now the possibility of new private sector money coming in
though innovative financing instruments like project bonds.
How does the co-financing work? How much money comes from Member States and
how much from Europe.
Transport infrastructure requires a huge investment – and the large share will always come
from Member States. Europe's role in terms of investment and co-ordination is to add value
by removing difficult bottlenecks and building missing links and connections, and to support
the creation of a real European transport network.
The normal co-financing rates for TEN-T projects on the core network will be:
 Up to 50% EU co-financing for studies.
 For works up to 20% (for example exploratory works for a major tunnel)
 There are certain possibilities to increase co-financing for cross-border
projects for rail and inland waterway connections (up to 40%).
 For certain ITS projects, like ERTMS, higher co-financing of up to 50% can be
made available to support Member States making the transition.
How were the projects chosen to be on the core network?
The priority was to re-focus EU transport funding to create a genuine European network – not
to just tackle bottlenecks in a more scattered way – but to really have a network.
To do that, a new methodology was drafted on the basis of extensive consultations with
Member States and stakeholders. The aim was create a European network, linking the major
social and economic centre and gateways to third countries (ports, airports and land
connections) and to put in place the keep infrastructure necessary to underpin the Single
Market, support competitiveness and economic development.
The methodology is based on several steps. First, the selection of major nodes – meeting
certain statistical criteria, eg capital cities and other important social economic centres, major
ports (volume and territorial criteria) as well as major airports (volume and territorial criteria)
and gateways to third countries. Second, the process of linking up these nodes with land
transport modes – rail inland waterway and road (some of which already exists – some where
there are bottlenecks and some where there are missing links.) Third, incorporating a
detailed analysis of major traffic flows – passenger and freight. This is essential to define
priority sections for the core network and to see clearly piority sections where infrastructure
needs upgrading, building, or where bottlenecks need to be removed.
On this basis a strategic core network was defined, linking strategically important nodes,
multi modals routes and well as taking into account major traffic flows.
All projects on the core network are a priority for EU co-financing. However, for the financing
period 2014–2020) a particular importance is given to funding cross border projects which
have the highest EU added value.
What exactly are corridors and why do we need corridors ?
Past experience has shown that it is very difficult to implement cross border and other
transport projects in different member states in a co-ordinated way. It is very easy, in fact,
to create divergent systems and connections and create more bottleneck.
A major innovation on the new TEN-T guidelines for is the introduction of 10 implementing
corridors on the core network. They are there to help implement the development of the core
network. Each corridor must include three modes, three Member States and 2 cross-border
sections.
"Corridor platforms" will be created to bring all relevant stakeholders and Member States
together. The corridor platform is a governance structure that will devise and implement
"corridor development plans" so that work along the corridor, in different Member States and
at different stages of progress can be joined effectively. European co-ordinators will chair the
corridor platforms for the 10 key corridors on the core network.
How does the new TEN-T meet green objectives?
TEN-T is an essential tool for transport policy to meet the overall target to reduce by 60%
emissions from transport by 2050 (see "Transport 2050" white paper published earlier this
year). At its heart the TEN-T network is a multi-modal transport network, facilitating a
substantial the shift of passengers and freight from road to rail and other transport modes.
All TEN-T projects have to undergo a rigorous environmental impact before qualifying for EU
money. To do this they must meet all the requirements, in terms of planning and
sustainability set out under EU environmental legislation.
Background TEN-T Policy: The Trans-European Networks Policy is there to put in place
the transport infrastructure and interconnections that underpin the Single Market, to ensure
the free-flow of goods and people and to support growth, jobs and EU competitiveness. In
the past, transport systems in Europe developed largely along national lines. This led to poor
or absent transport interconnections at the borders, or along key corridors. Weak transport
interconnections hamper economic growth. Since the 1980s, TEN-T policy has focused EU
money on supporting the development of key European infrastructure projects. And there
have been many important success stories. However, given in particular the tough financial
period, there is a need to refocus EU transport spending to where it gives maximum added
value – to create a strong core European network.
European Parliament – Background Note on TEN T proposal
Trans European Transport Networks – Commission Proposal for a Regulation
PURPOSE: the coordinated creation and development of a trans-European transport network.
PROPOSED ACT: Regulation of the European Parliament and of the Council.
BACKGROUND: the planning, development and operation of trans-European transport networks
contribute to the attainment of major Union objectives, such as the smooth functioning of the internal
market and the strengthening of economic and social cohesion and also have the specific objectives
of allowing the seamless and sustainable mobility of persons and goods and ensuring accessibility for
all regions of the Union. These specific objectives should be achieved by establishing
interconnections and interoperability between national transport networks in a resource-efficient way.
Growth in traffic has resulted in increased congestion on international transport corridors. In order to
ensure the international mobility of goods and passengers, the capacity of the trans-European
transport network and the use of this capacity should be optimised and, if necessary, expanded
by removing infrastructure bottlenecks and bridging missing infrastructure links within and between
Member States.
Five main problems need to be tackled at EU level:
(1) missing links, in particular at cross-border sections, are a major obstacle to the free movement of
goods and passengers within and between the Member States and with its neighbours;
(2) a considerable and enduring disparity in quality and availability of infrastructure between and
within the Member States (bottlenecks);
(3) transport infrastructure between the transport modes is fragmented;
(4) investments in transport infrastructures should contribute to achieve the goals of reduction of
greenhouse gas emissions in transport by 60% by 2050;
(5) Member States still maintain different operational rules and requirements, in particular in the
field of interoperability, which add to the transport infrastructure barriers and bottlenecks.
These new guidelines, which will replace Decision 661/2010/EU, seek to establish a complete and
integrated trans-European transport network, covering all Member States and regions and
providing the basis for the balanced development of all transport modes in order to facilitate their
respective advantages, thereby maximising the value added for Europe of the network.
In the light of the challenges for the TEN-T policy, also identified by the White Paper “Roadmap to a
Single European Transport Area – Towards a competitive and resource efficient transport system”,
these Guidelines will define a long-term strategy for the TEN-T policy up to 2030/2050.
IMPACT ASSESSMENT: the Impact Assessment identifies four specific objectives for addressing the
problem of a fragmented network. This involves, on the one hand, enhanced coordination in EU
planning and the designing of a sound governance structure to secure implementation of an optimal
network configuration.
Two policy options were the result:
 option 1, combining a planning approach largely based on the current policy, though
with certain amendments in the light of the experience gained, with a reinforced
coordination approach to implementation;
 option 2, combining a stronger approach to planning coordination, through
identification of an optimised configuration for the strategic "core" of the TEN-T, with
the same reinforced coordination approach to implementation. The Commission
considers that this second option, because of the stronger coordination at both
planning and implementation levels, would have an overall higher impact.
LEGAL BASIS: Article 172 of the TFEU.
CONTENT: the proposed Regulation will repeal and replace Decision 661/2010/EU on Union
guidelines for the development of the trans-European transport network. This proposal aims to
establish and develop a complete TEN-T, consisting of infrastructure for railways, inland waterways,
roads, maritime and air transport, thereby ensuring the smooth functioning of the internal market and
strengthening economic and social cohesion.
To achieve these objectives, two fields of action are envisaged:
- the first field of action is "conceptual planning": the gradual implementation of the TEN-T network
by means of a dual-layer approach, consisting of a comprehensive network and a core network. The
comprehensive network constitutes the basic layer of the TEN-T. It consists of all existing and
planned infrastructure meeting the requirements of the Guidelines. The comprehensive network is to
be in place by 31 December 2050 at the latest.
The core network overlays the comprehensive network and consists of its strategically most
important parts. It constitutes the backbone of the multi-modal mobility network. It concentrates on
those components of TEN-T with the highest European added value: cross border missing links, key
bottlenecks and multi-modal nodes. The core network is to be in place by 31 December 2030 at the
latest.
- the second field of action concerns the implementation instruments. The Commission has
developed the concept of core network corridors, taking due account of the rail freight corridors.
These corridors will provide the framework instrument for the coordinated implementation of the core
network. In terms of scope, the core network corridors will in principle cover three transport modes
and cross at least three Member States. If possible, they should establish a connection with a
maritime port.
In terms of activities, the core network corridors will provide a platform for capacity management,
investments, building and coordinating multi-modal transhipment facilities, and deploying
interoperable traffic management systems.
The proposal includes the following key aspects:
Guidelines: the Guidelines set the framework for identifying projects of common interest. These
projects contribute to the development and establishment of TEN-T through the creation,
maintenance, rehabilitation and upgrading of infrastructure, through measures to promote the
resource-efficient use of infrastructure and by enabling sustainable and efficient freight transport
services. With a view to cooperation with third and neighbouring countries, the European Union may
promote projects of mutual interest.
The comprehensive network is specified by:
 maps;
 infrastructure components;
 infrastructure requirements;
 priorities for promoting projects of common interest.
 freight terminals, passenger stations, inland ports, maritime ports and airports will
connect transport modes in order to allow multi-modal transport;
 urban nodes form key elements in the comprehensive network as connecting points
between the different transport infrastructures.
Core network:
 the guidelines lay down specific requirements for the core network, in addition to the
requirements for the comprehensive network, for example availability of alternative
fuels. The Commission will monitor and evaluate the progress made in implementing
the core network;
 core network corridors are an instrument for implementing the core network. They are
to be based on modal integration and interoperability and lead to coordinated
development and management;
 European Coordinators will facilitate the coordinated implementation of the corridors,
in cooperation with corridor platforms to be established by Member States
concerned;
 ach corridor platform will establish a multi-annual development plan, including
investment and implementation plans, as a management structure. Based on this
information the Commission will adopt implementing acts (decisions) for each
corridor.
Lastly, the proposal calls for regular revision of the annexes by means of delegated acts in order to
update the maps of the comprehensive network. It also envisages a review of the core network by
2023.
BUDGETARY IMPACT: the proposal will not entail any additional cost for the EU budget.
It should be noted that in the context of the Communication on the Multi-annual Financial Framework
2014-2020, the Commission has announced the creation of a new instrument at EU level, the
''Connecting Europe Facility", which will finance EU priority infrastructure in transport, energy and
digital broadband. The facility will have a single fund of EUR 50 billion for the period 2014-2020, of
which EUR 31.7 billion will be allocated to transport, out of which €10 billion will be ring fenced for
related transport infrastructures investments inside the Member States eligible under the Cohesion
Fund.
DELEGATED ACTS: the proposal contains provisions enabling the Commission to adopt delegated
acts in accordance with Article 290 of the TFEU.
Commission européenne, B-1049 Bruxelles / Europese Commissie, B-1049 Brussel - Belgium. Telephone: (32-2) 299 11 11.
Brussels 19 October 2011
Trans-European Transport Networks
The TEN-T Core Network: Country by Country
Member State Key elements
Austria Inclusion of major axes in the Core network, including Brenner,
Danube/Westbahn (Salzburg-Linz-Vienna), and Semmering + Koralm
Inclusion of these axis in project lists under corridor headings
Austria very well covered and fully backing this TEN-T revision;
Commission notes very high investments in AT, especially in rail (highest in
EU per capita, highest after CH)
Belgium Inclusion of the entire Inland Waterway (IWW) network in the Core: for BE
this is very important, given the many IWW and the foreseen major works on
several of these axes
Inclusion of the second rail axis to the Antwerpen port
Inclusion of Oostende, Zeebrugge, Gent and Antwerpen as core ports (all
due to their volume)
Inclusion of a dense comprehensive and core network due to the many ports
and hinterland connections; inclusion in several core network corridors
Bulgaria Inclusion of major axes in the comprehensive and core network, including
Sofia-Varna (Hemus motorway is notably important for BG and is for a large
part also in the Core); the network has become much denser and a real
network
Given the two nodes (Sofia and Burgas, as a port) and the many
neighbouring countries, including third countries, BG has a dense network as
a result.
Cyprus Inclusion of southern orbital road of Lefkosia in the Core network for road
(CY has no railway), as well as the link to the airport in Larnaka and to the
major port of Limassol
Inclusion of wider comprehensive network for roads notably
2
Czech Republic Inclusion of Prague and Ostrava as nodes and therefore the inclusion of a
rather dense comprehensive and core network
Inclusion of links from Prague to Munich and Wroclaw (both new)
Denmark Inclusion of major axes in the comprehensive and core network, linking up
the very parcelled territory of the Danish isles
Network now including many road and rail links but of course the Öresund
and Fehmarn, as well as the core nodes and ports of Copenhagen and Arhus.
Estonia Inclusion of major axes in the comprehensive and core network, including
Tallinn to Riga via the coast (road and rail) as well as the link to the Russian
border (Tallinn-Tartu-RU border). Rail Baltic: the final choice was to
include the new, future alignment as the works on upgrading the existing
link are nearly completed.
Finland Inclusion of major axis in the comprehensive and core network, including
the present so called 'Nordic Triangle' (Turku-Helsinki-RU border) and the
'Bothnian corridor'. In particular the inclusion of the Bothnian corridor is
very important.
France Inclusion of nearly all major axes in the comprehensive and core network,
that are part of the FR planning framework for the next decade.
Major projects all part of core network corridors.
Positive conclusion of Lyon-Torino: FR and IT concluded on a new sharing
of the costs and concluded on most of the technical issues still outstanding; a
letter co signed by both Ministers has been received.
Central Pyrenean crossing has been agreed with ES to be included in the
comprehensive network: clearly, this link will not be realised until 2030, the
feasibility studies are ongoing still., but both countries want to include it in a
long term modal shift perspective.
The Seine-Escaut Canal (also known in FR as Seine-Nord) has been making
good progress and is part of the Amsterdam-Marseille corridor, linking the
IWW networks of northern FR with those of BE and NL and thus with the
Rhine and Danube basins.
Tours-Bordeaux has been launched recently with financial support from the
EU through its innovative guarantee instrument with the EIB (the LGTT
3
loan guarantee instrument); it can be considered as an example for
innovative financial set up.
Germany Inclusion of nearly all major axis in the comprehensive and core network,
that are part of the DE planning framework for the next decade, eg
Hamburg/Bremen to Hanover, Berlin-Munich, Karlsruhe-Basel.
6 major DE ports in core netwok: Bremen, Bremerhaven, Wilhemshaven,
Lubeck, Hamburg, Ropstock.
DE therefore very well covered in terms of projects as well as in terms of the
geographical coverage: in the present Guidelines, DE is very poorly covered!
Greece Inclusion of major rail and road axis in the comprehensive and core network,
as well of the ports of Thessaloniki, Athens (Piraeus), Igoumenitsa and
Patras.
Inclusion of many ports and airports on GR islands.
Hungary Inclusion of nearly all major axis in the comprehensive and core network,
that are part of the HU planning framework for the next decade; due to the
geographical position of the main node of Budapest, the core network is very
dense. This implies: inclusion of Danube and its ports, inclusion of rail and
road links to Vienna, to Bucharest, to Belgrade, to Zagreb, to Ljubljana, to
Bratislava.
HU is therefore very well covered in terms of projects and maps!
Ireland Inclusion of the major axis of IE in the comprehensive and core network,
linking Dublin with Cork and Belfast, as well as with Limerick on the
Atlantic Coast; Ireland therefore benefits from three core network ports and
from a rather extensive network.
Italy Inclusion of nearly all major axes in the comprehensive and core network,
that are part of the IT planning framework for the next decade.
IT therefore very well covered in terms of projects as well as in terms of the
geographical coverage.
The link between Naples and Palermo has been included: Palermo is a large
urban zone (LUZ) of more than 1 million inhabitants and therefore is a node
to be included and connected. Sicily also provides the most direct links to
4
Malta and therefore this link is included in the Helsinki-Valetta corridor.
Positive conclusion of Lyon-Torino: FR and IT concluded on a new sharing
of the costs and concluded on most of the technical issues still outstanding; a
letter co signed by both Ministers has been received.
Latvia Inclusion of major axis in the comprehensive and core network, including
Riga to Tallinn and Riga to Kaunas along the new Rail/Via Baltica
alignment, as well as the link between Ventspils and the RU and BY border.
Lithuania Inclusion of major axis in the comprehensive and core network, including
the north-south Riga-Kaunas-Marijampole-Warsaw and the east-west
Klaipeda-Kaunas-Vilnius-BU border in the core network.
Rail Baltic: the final choice to include the new, future alignment as the
works on upgrading the existing link are nearly completed.
Luxemburg Inclusion of the Inland Waterway port of Mertert and of the Moselle river in
the Core.
Inclusion of the new rail link south of Luxemburg to Bettembourg.
Malta Inclusion of two core ports: Valetta (capital) and Marsaxlokk (threshold).
Inclusion of a planned link between both islands (Malta and Gozo) in the
comprehensive network (road tunnel). It is expected that a feasibility study
will shed light on this issue. Apart from grants for studies at the start, no
further involvement than from innovative financial instruments is expected.
Netherlands Inclusion of the entire Inland Waterway (IWW) network in the Core: for NL
this is very important, given the many IWW and the foreseen major works on
several of these axis.
Inclusion of the new lock complexes for access to the Amsterdam and
Terneuzen/Gent ports.
Inclusion of Vlissingen, Rotterdam and Amsterdam as core ports (all due to
their volume).
Inclusion of a relatively dense comprehensive and core network due to the
three ports and their hinterland connections; however, NL has been wanting
to focus on a limited number of links in line with the methodology.
NL is developing several innovative financing projects (Amsterdam locks,
5
A4 and A15 highways).
Poland Inclusion of nearly all major axis in the comprehensive and core network,
that are part of the PL planning framework for the next decade.
PL therefore well covered in terms of projects and maps; this is a major
change compared to the current Guidelines and the Priority Projects.
Double Y-grec for high speed has been included in the core (rail passengers).
The planning horizon 2030 could be respected. As this project is for the
moment not yet in a very advanced stage, the project list attached to the CEF
foresees studies only. For the next MFF, it is expected that other rail projects
would be implemented first given their state of preparedness.
Portugal Inclusion of the core ports of Sines, Lisbon and Porto (Leixoes).
Inclusion of major axis in the comprehensive and core network, notably
Lisbon-Madrid and Porto- Valladolid.
Roumania Inclusion of Bucharest, Constanta and Timisoara as nodes of the core.
Slovakia Inclusion of Bratislava and the UA border as nodes and therefore the
inclusion of a rather dense comprehensive and core network
Slovenia Inclusion of almost the entire road highway network and railway network in
the comprehensive network but also in the core network given the
geographical situation of SI and of its nodes (Ljubljana and Koper) and
surrounding countries.
Spain Inclusion of nearly all major axis in the comprehensive and core network,
that are part of the ES planning framework for the next decade.
Mediterranean corridor: based upon the methodology, the Mediterranean
corridor has been included all along the coast from FR via Barcelona and
Valencia up to Carthagena and Almeria. From Almeria it follows an inland
route to Granada and then to Sevilla. This routing allows to link the nodes of
Valencia and Sevilla. The corresponding road alignment is via Malaga due to
traffic intensities.
Atlantic corridor linking Portugal via Madrid and Valladolid to the Basque
6
country including Bilbao as a core port.
Central Pyrenean crossing has been agreed with FR to be included in the
comprehensive network: clearly, this link will not be realised until 2030, the
feasibility studies are ongoing still., but both countries want to include it in a
long term modal shift perspective.
Project implementation in ES is very good so far. ES has a strong project
portfolio. Important will be to integrate the rail freight network with its
neighbours FR and PT which is foreseen to be taken forward further in the
next MFF.
Sweden Inclusion of major axis in the comprehensive and core network, including
the 'Bothnian corridor'. In particular the inclusion of the Bothnian corridor is
very important for SE.
Inclusion in the project list of important project such as Göteborg-Malmö
United Kingdom Inclusion of the major axis of UK in the comprehensive and core network,
linking its main ports (notably Southampton and Felixstowe) with its many
nodes.
Inclusion of HS 2 in the comprehensive network for the moment: the
consultation process in the UK is ongoing and results will be known soon;
for the moment, no inclusion in the core is therefore possible.
UK has been very supportive of the methodology: putting focus on the
essential nodes and links between them. Therefore, there is largely support
for the revision as such.
APPENDIX 2
DÁIL ÉIREANN
______________________
AN COMHCHOISTE UM CHOMHSHAOL, IOMPAR, CULTÚR AGUS
GAELTACHT
JOINT COMMITTEE ON THE ENVIRONMENT, TRANSPORT, CULTURE AND
THE GAELTACHT
______________________
Dé Máirt, 10 Eanáir 2012.
Tuesday, 10 January 2012.
______________________
The Joint Committee met at 14:20
____________________
MEMBERS PRESENT:
Deputy Noel Coonan,
Deputy Marcella Corcoran Kennedy,
Deputy Clare Daly,
Deputy Timmy Dooley,
Deputy Kevin Humphreys,
Deputy Michael P. Kitt,*
Deputy Sandra McLellan,
Deputy Catherine Murphy,
Deputy Gerald Nash,
Deputy Brian Walsh,
Senator Cáit Keane,
Senator Catherine Noone,
Senator Ned O'Sullivan.
* In the absence of Deputy Robert Troy.
DEPUTY CIARÁN LYNCH IN THE CHAIR.
Business of Joint Committee
Chairman: I welcome members and wish them a happy new year. As we have a quorum
of six members, including one Deputy and one Senator we will commence the meeting. Is
that agreed? Agreed.
I remind members to turn off their mobile telephones. I propose we go into private
session to deal with some housekeeping matters before returning to public session. Is that
agreed? Agreed.
The joint committee went into private session at 2.30 p.m. and resumed in public session at 3
p.m.
Sitting suspended at 4.54 p.m. and resumed at 4.55 p.m.
Scrutiny of EU Legislative Proposals
Chairman: We will now continue our consideration of EU legislative proposal COM
(2011) 650 on Union guidelines for the development of the trans-European transport
network. When we made our initial assessment of this draft measure, we agreed that the
significant proposal warranted further consideration, especially in respect of concerns raised
which may be relevant to the principal of subsidiarity.
I welcome Mr. Michael Harper, principal officer and transport counsellor in the Irish Per-
manent Representation to the EU in Brussels, Caoimhín Ó Ciaruain Úasail, assistant principal
officer, and Mr. Michael Morrissey, higher executive officer in the EU co-ordination and
Presidency preparations unit in the Department of Transport, Tourism and Sport, and thank
them for their attendance. I draw their attention to the fact that by virtue of section 17(2)(l) of
the Defamation Act 2009, witnesses are protected by absolute privilege in respect of their
evidence to this committee. However, if they are directed by the committee to cease giving
evidence in respect of a particular matter and they continue to so do, they are entitled
thereafter only to a qualified privilege in respect of their evidence. They are directed that only
evidence connected with the subject matter of these proceedings is to be given and they are
asked to respect the parliamentary practice to the effect that, where possible, they should not
criticise nor make charges against any person, persons or entity by name or in such a way as
to make him, her or it identifiable. I also wish to advise them that the opening statements they
have submitted to the committee will be published on the committee’s website after this
meeting.
Members are reminded of the long-standing parliamentary practice to the effect that they
should not comment on, criticise or make charges against a person outside the Houses or an
official either by name or in such a way as to make him or her identifiable.
I call on Mr. Harper to address the committee.
Mr. Michael Harper: I thank the Chairman and the committee for this chance to speak
to it about the TEN-T dossier, which is an important one. It will loom large on the transport
agenda for the next 18 months or so and will probably feature on the agenda for the Irish
Presidency. I will go through the background, the implications for Ireland, our position so far
and where we are at in negotiations in Council.
In October, the Commission published two major proposals on the development of trans-
European networks. The first is the regulation defining the framework for the TEN-T over
the next 40 years, to 2050 and the second is, essentially, the financial instrument that is being
put in place to support it and which is called the Connecting Europe Facility. While we are
talking today mainly about the TEN-T proposal, the two proposals are very much interlinked
and they will be the core of instruments in shaping European transport policy over the
medium to longer term. Basically, they are based on the vision that was set out in the
Commission White Paper on transport on which I understand the committee got an
information note already.
On the TEN-T specifically, the Commission proposal is for a strategic framework to co-
ordinate investment decisions on European transport infrastructure networks which will
improve the connectivity of these networks. This will then replace the existing framework on
TEN-T which is much less specific than the proposal now before us.
One of the key differences between the existing TEN-T framework and the new one is
that the new one consists of two layers, namely, a core network which is to be completed by
2030 and a comprehensive network feeding into it which will be completed by 2050. There
are maps attached to the proposal which specify all of these links and notes. The
comprehensive network is intended to ensure extensive connectivity and coverage and to link
in to the core network. Both networks will cover all modes - road, rail, air, inland waterways
and ports.
The implementation of the core network in particular is to be managed using a so-called
corridor approach. This identifies ten corridors, one of which covers Ireland. They all cover
at least three modes, three member states and two cross-border sections.
European co-ordinators to be appointed by the Commission will chair corridor platforms -
essentially, committees - which will bring together the stakeholders, including the member
states, operators, etc., to design and deliver the various elements of the corridor. These
corridor platforms are effectively a management structure for the Commission to oversee the
delivery of the core network in the member states.
On the implications for Ireland, 40% of our exports go to the European Union. Most of
these exports are transported primarily on transport networks other than our own. It is in our
interest, therefore, to have effective and efficient transport infrastructure networks. Unfortu-
nately, the proposal has a price attached to it and in Ireland’s case it is a very high one which
is, in the main, unnecessary, in particular, in respect of railways.
The Commission estimates that investment of €250 billion will be needed to deliver the
key upgrades envisaged for the core network. As matters stand, it is envisaged that the
connecting Europe facility, CEF, will provide €21 billion over the period until 2020, with an
additional €10 billion to be provided from the Cohesion Funds. The latter will not be
available to Ireland. The balance of the investment - more than 90% - will fall to member
states. Given our current financial position, this is not a runner in Ireland’s case.
Deputy Timmy Dooley: If the money were provided, it would be a runner.
Mr. Michael Harper: I will address that point in a moment.
The level of specification envisaged for the core and comprehensive networks is
disproportionate to the level of flows across the network, particularly to our isolated network.
This is especially true of rail. The European Commission’s objective of improving
connectivity and establishing a joined up European rail network is laudable. However,
irrespective of what it does, the Irish network will never be joined up to that of the rest of
Europe. What is sauce for the goose is not necessarily sauce for the gander in this case. I will
cite two examples. The proposal will require full electrification which is fine, for
understandable reasons, from the point of view of the Commission and continental Europe.
However, only a tiny proportion of Ireland’s track is electrified. Even when we had money
under the Transport 21 programme, the only electrification envisaged was between Malahide
and Balbriggan to extend the DART. No other electrification has ever been planned on the
mainline rail network simply because it is not justified by the nature of the network. Full
electrification would cost an estimated €3 billion and the goals of higher speed, greater
efficiency and capacity would still not be achieved without further very significant
investment in track, the elimination of level crossings, which is difficult and expensive, and
other safety upgrades.
The second example refers to roads. The proposal would require Ireland to provide rest
stops and secure truck parks every 30 miles. This measure cannot be justified economically
or commercially. We have some experience in establishing rest stops and rest areas on
motorways and it is not always a straightforward commercial proposition. The proposal
would require us to go much further than is necessary. Journeys in this country are usually of
less than four and a half hours’ duration and stops are not always required. In many cases,
driver have disembarked following a ferry crossing of eight or nine hours and will therefore
have had a rest.
We also have serious concerns about the governance structures set out in the proposal
which will have the Commission oversee the delivery of the corridors in question. We should
avoid imposing unnecessary burdens on member states and commercial operators. Under the
existing guidelines, we have completed a number of cross-Border transport infrastructure
projects on time and within budget. Given that North-South co-operation in this area is very
good, we do not see a need to add a further layer of unspecified Commission regulation and
thereby increase the level of administrative burden.
We fully support co-ordinated development of trans-European networks and, where
necessary, action at European level, particularly for cross-border sections of the transport
networks. However, the top down approach being adopted is excessive, a view that is shared
by a number of other member states. The Council, specifically its legal service, has been
asked for a written opinion, which it has not yet given, on Article 172 of the Treaty on
European Union, which effectively states that a member state must agree to any project of
common interest to be located on its territory. In other words, if we do not agree to a project,
it will not proceed. The Commission proposal, which is couched as a regulation and has high
levels of requirements, does not state what will happen where countries do not meet its
requirements. However, having sought informal legal advice on the matter, I am informed
that a country which does not meet the requirements of a regulation will be taken to court and
a fine or other penalty will be imposed.
We are asking that a more nuanced approach be taken to the drafting of the regulation to
take account of the differences between member states, for example, different types of
infrastructure. Ireland, for instance, has a unique rail gauge. Other member states share our
concerns or have different concerns about the proposal. The primary concerns relate to the
level of cost involved, the legal obligation to deliver the proposed measures by certain dates
and the fact that the proposal pre-empts decisions by member state governments about what
they should spend their money on ten years before the event and, as a result, ties the hands of
governments that have not yet been elected.
At this stage, we have still to reach a common position in the Council. However, it is
likely that the common position, when reached, will be much different from the text proposed
by the Commission. We are reasonably confident that our concerns are gaining some traction
with the Council and Commission. We have had frequent discussions with the Commission
bilaterally and in meetings about our particular issues and officials are well aware of them. A
representative of the Commission will travel to Ireland later this month to see for himself
what our transport systems are like. We believe we will secure a better deal than that which is
on the table. We would be pleased to return to the joint committee to report on further
developments as and when they take place. While I have tried to cover everything, it is not
possible to do so. I will be pleased to answer any questions members may have.
Chairman: I thank Mr. Harper. The relevant clerk provided members with a substantial
briefing on this issue before the Christmas recess. In addition, the Minister for Transport,
Tourism and Sport, Deputy Leo Varadkar, discussed the TEN-T proposal when he appeared
before the joint committee in December.
I will put a number of questions to Mr. Harper before asking members to contribute.
What allies have we found for our position in the European Union? Do they include Britain,
an island nation, albeit one with a rail link to continental Europe, which has peripheral
regions such as Wales and Scotland? What progress has been made in the debate on this
issue? Has the process of engagement commenced or is this issue peripheral in the wider
debate? The paper circulated by Mr. Harper states that the position Ireland has taken in
negotiations at technical and political level appears to be enjoying growing support among
other member states. Our position is that there is a clear case for a calibrated approach to the
implementation of the regulation which takes account of the specific nature of member
states’ transport infrastructure and specific traffic volumes in more peripheral parts of the
network. What progress is being made in respect of Ireland’s position? To return to my first
question, do we have allies who share our views?
Mr. Michael Harper: I will take the Chairman’s questions in sequence. We have allies,
in particular but not confined to the United Kingdom which has similar concerns to us.
Britain also has a unique rail gauge, its railway is largely unelectrified and it does not have
plans to electrify most of it. I understand, for example, that none of the rail network in
Scotland, which is larger than the Irish rail network, is electrified.28 Scrutiny of EU Legislati ve
Proposals
At the next policy level up, none of the member states has spoken in favour of the
compulsion being applied to them. Germany, France, Britain, Italy, Ireland and others do not
like it.
Chairman: In that case, it will be implemented.
Mr. Michael Harper: As I stated, the general approach or whatever common position
the Council arrives at in March or June will have to be much more to the liking of the
member states because the member states must agree it. Once a common position has been
adopted, a dogfight will ensue with the European Parliament and in 18 months or thereabouts
a conciliation procedure, as it is known, will commence. This is a treaty based process which
sets out the steps to be taken and a deadline for concluding the procedure. If an agreement is
not reached, and the agreement of member states is required, the entire process collapses.
Unfortunately, this process is likely to take place on our watch as it will probably coincide
with the Irish Presidency. For this reason, we will have an interest in securing an agreement
and achieving a success. However, we will not be interested in securing an agreement that is
anything like that which the Commission has proposed.
On progress made to date, the European Parliament appointed a rapporteur, Mr. Georgios
Koumoutsakos, MEP, from the European People’s Party, in December. It has not yet started
on its part of the process, however, and progress is slow. The Council was pushed hard by the
Polish Presidency to reach what it called a partial general approach, which could also be
described as a bit of agreement. The document on which it based its efforts was
unsatisfactory from our point of view. It was better than the Commission’s proposal but as it
was still not sufficient for us we said, “No thank you, we will just have a progress report.”
That position was also taken by every other member state. The member states are not in a
hurry to rush this through. A considerable number of details issued will have to be addressed
and much more discussion is needed. Anonymous officials in Brussels will be holding
meetings for a long time to come before the proposal reaches the political level.
The Danish Presidency has taken up the reins on the matter and it has great hopes of
achieving agreement in Council in March. We do not think that will happen, however. It
might agree something in June if it is able to craft proposals which the Germans are able to
swallow. If the Germans and the French do not like it, nobody else will be obliged to accept
it.
Deputy Timmy Dooley: I thank the officials for their comprehensive presentation. The
biggest issue posed for the State is the potential cost. That it is a non-runner in the current
environment should not deter us from developing a vision for future transport links across
Europe. Even though it appears farcical at present, there is merit in co-ordinating transport
networks across Europe. However, Ireland, Britain and other island nations would have to be
treated differently from the central hub of Europe, where it is possible to travel between
countries without noticing borders. That is the vision for the European Union in terms of
transporting goods and people. The issue of capital obviously does not arise in the crossing of
borders by road. Ireland would have to be treated differently because one cannot travel by
train from here to the rest of Europe.
We should consider the electrification of our rail network for environmental reasons
rather than for the objective of developing a European transport network. Something can be
identified in terms of design standards but we must build step by step rather than change over
in one fell swoop. I am not sure this would breach the principle of subsidiarity given that we
are an island nation. I understand why a country in the middle of two others would want to
achieve a common standard but the principle of subsidiarity might not arise in respect of
Ireland and Britain, depending on whether Scotland becomes an independent state at some
point.
In regard to proportionality and costs, it is not a proportionate response to a requirement
to build that network when the cost implications are considered.
In regard to rest stops, I acknowledge the economic issues that arise but, domestically, we
have to decide the design standards we require. We have come to understand that rest stops
should be singing and dancing purpose-built facilities with a set array of services. From a
road safety point of view, however, there is a greater requirement for basic services, whether
in terms of road stops or refreshments.
The officials are taking the correct approach to this document from a cost perspective.
The clerk to the committee has experience of these issues from his work on the Joint
Committee on European Affairs. The Lisbon treaty allows parliaments to discuss issues of
this nature and we will pursue them at a later stage in that context.
Deputy Catherine Murphy: The song, “If I Were a Rich Man”, comes to mind. I do not
disagree on the value of taking a long-term strategic approach to these matters, given that we
are a major exporter and require access to these networks in other countries. We should
express a view on the mainland European dimension as well as our own needs.
It was only when the issue of electrification was seriously considered for the Maynooth
and Kildare lines that thought was given to the implications. The considerable work that
would be required, for example to adapt small bridges for cabling, would be highly disruptive
and expensive. There are approximately 11 bridges on the Kildare line. If there is insufficient
money to surface roads, it is difficult to justify expenditure to raise bridges on a system that,
because of settlement patterns, does not carry a large volume of passengers. This is not
typical of many mainland European countries with large populations. It is only when one
stands on a platform in France and Italy and watches goods trains with 50 cars pass by that
one realises the value of such a system.
As I frequently take trains in mainland Europe, I have encountered difficulties in crossing
borders and differences in prices between, for example, France, Spain and Italy, which heav-
ily subsidise their rail networks, and Britain, where train tickets are expensive. I recognise the
value of taking a common approach but ownership issues arise in terms of the investments.
The solution will not be straightforward and subsidiarity must be considered where the
European Court of Justice may be investigating commitments that we have not delivered on.
At the same time, however, we have to consider the longer term given that we are
approaching peak oil production, if we are not at that point already. The way we move people
and goods will change dramatically in the future. We need to protect our position in terms of
the financial implications that could ensue.
Chairman: To bring things to a conclusion, I will outline a number of options that are
before the committee. As Deputy Dooley indicated, this is a new responsibility for
committees such as ours. Even though it is late in the evening, there are a few of us here. This
is probably the most serious issue we will discuss this week because we will get to make a
decision on it.
The first option is that we can propose that the policy clerk draft a brief contribution to be
sent to the European Parliament and Commission outlining the concerns we have expressed
here today, which are genuine. People are generally favourable towards the overall idea of
integration, but there are particular concerns for us as an island nation. The committee also
has the option of recommending to both Houses a reasoned opinion on the principle of
subsidiarity. Our concerns are of a general nature and, therefore, what I propose is that we
issue a contribution to the European Parliament and Commission and Ireland’s MEPs on this
matter. If we were to go further than that we would be raising a flag and the two Houses
would have to pass our proposal, but I do not know whether we are at that point. There are
serious concerns but, based on Mr. Harper’s progress report, we do have allies; it is not as
though we are totally on our own and need to put up a flag at this moment. I propose that we
issue that contribution to the Commission, with the committee’s permission. Is that agreed?
Deputy Timmy Dooley: I have no problem with that in principle but there has been quite
a bit of discussion of this issue at previous European committees, and we also discussed it be-
fore in the context of EU scrutiny. We were always trying to find ways of building alliances
at parliamentary level. While we do not want to do anything that will hinder what Mr. Harper
is doing, if we can build some kind of alliance among national parliaments through the
process that exists, it can only be helpful in terms of bringing this issue to the attention of
national parliaments. Whether it is done through COSAC or through the forum as set out in
the Lisbon treaty, it might be worth looking at.
Perhaps we could get some advice from the clerk for our next meeting so that we can con-
sider the options, of which there are quite a number. It might help with something we have
been trying to do for a while, which is to bring the European debate as it relates to the
sectoral committees back to the sectoral committees, rather than having issues dealt with
separately through the scrutiny committee, as was the case in the past. This is an ideal
solution. Having sat on previous European affairs and scrutiny committees, and having for a
long time encouraged the sending of this type of material back to the sectoral committees, we
have now achieved this, and there is an opportunity for us to use the network of European
national parliaments to generate a debate and build our alliances. That can only help Mr.
Harper in his work.
Chairman: Listening to Deputy Dooley, I had an analogy in my head. It is similar to
sitting in a train carriage and being tempted to press the emergency stop button.
Deputy Timmy Dooley: It never crossed my mind, Chairman. If that is the case, you are
spending too much time on the train. You need the fast train.
Chairman: While we would all like to flag something, I do not want to overstate the
situation. I ask the clerk to do the briefing exercise. The document must be sent by 1
February, and we can consider other options that are on the table as well at that stage. We
will not yank the chain yet, if that is all right with Deputy Dooley.
Deputy Catherine Murphy: Will we discuss this again?
Chairman: Yes, it will come back to us. Is that agreed? Agreed.
I thank Mr. Harper, Mr. Ó Ciaruain and Mr. Morrissey for assisting us in our
deliberations today. They are excused. At our meeting tomorrow we will meet the chairman
designate of the Dublin Airport Authority.
The joint committee adjourned at 5.25 p.m. until 10.30 a.m. on Wednesday, 11 January 2012.
APPENDIX 3
PROPOSAL FOR A
REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE
COUNCIL
ON UNION GUIDELINES FOR THE DEVELOPMENT OF THE
TRANS-EUROPEAN TRANSPORT NETWORK
COM(2011) 650 FINAL
EN EN
EUROPEAN COMMISSION
Brussels, 19.10.2011
COM(2011) 650 final
2011/0294 (COD)
Proposal for a
REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL
on Union guidelines for the development of the Trans-European Transport Network
(Text with EEA relevance)
{SEC(2011) 1212 final}
{SEC(2011) 1213 final}
EN 2 EN
EXPLANATORY MEMORANDUM
1. CONTEXT OF THE PROPOSAL
1.1. Background and objectives
Since the mid 80ies the Trans-European transport network (TEN-T) policy has been setting
the policy framework for the development of infrastructure for the smooth functioning of the
internal market and for ensuring economic, social and territorial cohesion and improved
accessibility across the EU. This led in 1992 to the inclusion of a specific legal basis for trans-
European networks in the Maastricht Treaty and in 1994, at the European Council in Essen, to
the adoption of a list of 14 major projects.
In 1996 the European Parliament and the Council adopted the first Guidelines defining the
TEN-T policy and infrastructure planning1
. There was a major revision of the Guidelines in
2004, taking into account EU enlargement and the expected changes in traffic flows2
.
Furthermore, the list of 14 priority projects was extended.
Several financial and non-financial instruments have been set up to facilitate the
implementation of projects. These instruments include the TEN Financial Regulation3
, the
Cohesion Fund, the European Regional Development Fund (ERDF) and loans from the
European Investment Bank, along with coordination initiatives by the Commission.
In 2010, in the interest of clarity, the European Parliament and the Council adopted Decision
No 661/2010/EU, a recast of the TEN-T Guidelines4
.
To date, transport infrastructure as such is well-developed within the European Union.
However, it is still fragmented, both geographically and between and within transport modes.
The main objective of these new Guidelines, which will replace Decision 661/2010, is to
establish a complete and integrated trans-European transport network, covering all Member
States and regions and providing the basis for the balanced development of all transport
modes in order to facilitate their respective advantages, thereby maximising the value added
for Europe of the network.
In the light of the challenges for the TEN-T policy, also identified by the White Paper
'Roadmap to a Single European Transport Area – Towards a competitive and resource
efficient transport system5
("the White Paper"), these Guidelines will define a long-term
strategy for the TEN-T policy up to 2030/2050.
1
Decision No 1692/96 of the European Parliament and of the Council of 23 July 1996 on Community
guidelines for the development of the trans-European transport network, OJ L 228, 9.9.1996, p. 1.
2
Decision No 884/2004/EC of the European Parliament and of the Council of 29 April 2004 amending
Decision No 1692/96/EC on Community guidelines for the development of the trans-European
transport network, OJ L 201, 7.6.2004, p. 1.
3
Regulation (EC) No 680/2007 of the European Parliament and of the Council of 20 June 2007 laying
down general rules for the granting of Community financial aid in the field of trans-European transport
and energy networks, OJ L 162, 22.6.2007, p. 1.
4
Decision No 661/2010/EU of the European Parliament and of the Council of 7 July 2010 on Union
Guidelines for the development of the trans-European transport network (recast), OJ L L 204, 5.8.2010,
p. 1.
5
COM(2011) 144.
EN 3 EN
1.2. Issues addressed
Five main problems need to be tackled at EU level:
First, missing links, in particular at cross-border sections, are a major obstacle to the free
movement of goods and passengers within and between the Member States and with its
neighbours.
Second, there is a considerable and enduring disparity in quality and availibility of
infrastructure between and within the Member States (bottlenecks). In particular the east-west
connections require improvement, through the creation of new transport infrastructure and/or
maintenance, rehabilitation or upgrading of existing infrastructure.
Third, transport infrastructure between the transport modes is fragmented. As regards making
multi-modal connections, many of Europe's freight terminals, passenger stations, inland ports,
maritime ports, airports and urban nodes are not up to the task. Since these nodes lack multi-
modal capacity, the potential of multi-modal transport and its ability to remove infrastructure
bottlenecks and to bridge missing links is insufficiently exploited.
Fourth, investments in transport infrastructures should contribute to achieve the goals of
reduction of greenhouse gas emissions in transport by 60% by 2050.
Finally, Member States still maintain different operational rules and requirements, in
particular in the field of interoperability, which add to the transport infrastructure barriers and
bottlenecks.
1.3. Fields of action
This proposal aims to establish and develop a complete TEN-T, consisting of infrastructure
for railways, inland waterways, roads, maritime and air transport, thereby ensuring the smooth
functioning of the internal market and strengthening economic and social cohesion.
To achieve these objectives, the first field of action is "conceptual planning". Based on input
from a public consultation of stakeholders, the Commission concluded that the TEN-T could
be best developed through a dual-layer approach, consisting of a comprehensive network and
a core network.
The comprehensive network constitutes the basic layer of the TEN-T. It consists of all
existing and planned infrastructure meeting the requirements of the Guidelines. The
comprehensive network is to be in place by 31 December 2050 at the latest.
The core network overlays the comprehensive network and consists of its strategically most
important parts. It constitutes the backbone of the multi-modal mobility network. It
concentrates on those components of TEN-T with the highest European added value: cross
border missing links, key bottlenecks and multi-modal nodes. The core network is to be in
place by 31 December 2030 at the latest.
The second field of action concerns the implementation instruments. The Commission has
developed the concept of core network corridors, taking due account of the rail freight
EN 4 EN
corridors6
. These corridors will provide the framework instrument for the coordinated
implementation of the core network. In terms of scope, the core network corridors will in
principle cover three transport modes and cross at least three Member States. If possible, they
should establish a connection with a maritime port. In terms of activities, the core network
corridors will provide a platform for capacity management, investments, building and
coordinating multi-modal transhipment facilities, and deploying interoperable traffic
management systems.
1.4. Consistency with other EU policies and objectives
The proposal fits within the policy announced by the Commission in the White Paper. It is
explicitly mentioned as part of Initiative 34 concerning the core network of strategic European
infrastructure7
.
In particular, these Guidelines follow the strategy set out in the White Paper: to remove major
barriers and bottlenecks in key areas of transport infrastructure. The aim is to create a Single
European Transport Area with better transport services and a fully integrated transport
network. This will link the different modes and bring about a profound shift in transport
patterns for passengers and freight. This shift is necessary to meet the aim of cutting
greenhouse gas emissions from transport by 60% by 2050.
Without the support of an adequate network and a smarter approach to using it, no major
change in transport will be possible. Infrastructure planning and development are considered
essential in order to develop a sustainable transport system.
The proposal will also contribute to the policy goals outlined in the Commission's
communication "A Digital Agenda for Europe"8
by supporting the implementation of
intelligent transport systems. It also is one of the measures of the Single Market Act proposed
by the Commission in April 20119
as the networks are the backbone of the internal market
and play a key role in encouraging the fluid and efficient circulation of goods and services.
Furthermore, promoting sustainable transport has been identified as one of the means for
achieving one of the three key priorities of the Europe 2020 strategy for smart, sustainable
and inclusive growth adopted by the Commission on 3 March 201010
, namely sustainable
growth, by addressing critical bottlenecks, in particular cross border sections and intermodal
nodes (cities, ports, logistic platforms).
Moreover, the proposal contributes to the strengthening of territorial cohesion of EU territory
- which is one of EU objectives - together with economic and social cohesion.
6
Regulation (EU) No 913/2010 of 22 September 2010 of the European Parliament and of the Council
concerning a European rail network for competitive freight, OJ L 276, 20.10.2010, p. 22.
7
See section 3.1: "Transport infrastructure: territorial cohesion and economic growth" of Annex 1 to the
White Paper.
8
COM(2010) 245 final/2.
9
COM(2011) 206 final.
10
COM(2010) 2020 final.
EN 5 EN
2. RESULTS OF CONSULTATIONS WITH INTERESTED PARTIES AND
IMPACT ASSESSMENTS
2.1. Consultation of interested parties
The Commission carried out a wide and intensive public stakeholder consultation from
February 2009 to June 2010.
The Commission launched the consultation process with the adoption of a Green Paper. It
opened the debate on key challenges and objectives for TEN-T policy and possible ways to
meet them11
.
Building on the contributions from stakeholders, the Commission set up six Expert Groups,
which between November 2009 and April 2010 analysed a number of key aspects of future
TEN-T development12
. The Expert Groups' recommendations were included in a Commission
Working Document presented for public consultation on 4 May 201013
.
These public consultations attracted more than 530 contributions in total. A large majority of
contributors supported the option of a new dual-layer approach to TEN-T planning, with a
comprehensive network as the basic layer and a core network consisting of the strategically
most important parts of the TEN-T.
In October 2009 and in June 2010 ministerial and stakeholder conferences were held in
Naples and Zaragoza respectively.
In February 2011, the Commission presented to the Council and European Parliament a Staff
Working Document14
that further developed the methodology and the planning and
implementation scenarios.
2.2. Collection and use of expertise
In addition to the public stakeholders consultation, the Commission has been in continuous
contact with Member States through the committee for monitoring the Guidelines and
exchanging information, set up by Decision No 1692/96/EC. Through this committee, which
has been meeting on a monthly basis since 2010, the Member States were informed about the
progress and content of the revision process.
Furthermore, the Commission services organised several rounds of bi-lateral and multi-lateral
meetings with Member States, to discuss in detail the development of the comprehensive
network and to present the main features of the core network.
11
"TEN-T: A policy review. Towards a better integrated trans-European transport network at the service
of the Common Transport Policy", COM (2009) 44 final.
12
The fields covered by the expert groups are: the structure of a comprehensive and core network and the
methodology for TEN-T planning, integration of transport policy into TEN-T planning, intelligent
transport systems and new technologies within the framework of the TEN-T, TEN-T and connections
outside the EU, TEN-T financing, TEN-T legal and non-financial aspects.
13
Consultation on the future trans-European transport network policy", COM(2010) 212 final.
14
"The New Trans-European Transport Network Policy. Planning and implementation issues",
SEC(2011) 101.
EN 6 EN
Contacts with individual interested parties have been established through separate meetings,
at conferences and through the EU Coordinators at meetings of their respective Priority
Projects.
2.3. Impact Assessment
The Impact Assessment identifies four specific objectives for adressing the problem of a
fragmented network.
To enhance coordination in EU planning, the first specific objective is to :
– Define a coherent and transparent approach to maximise the EU added value of the
TEN-T, addressing aspects of network fragmentation linked to missing links,
multimodality, and adequate connections to neighbouring and third countries, as well
as to ensure adequate geographical coverage.
With a view to designing a sound governance structure to secure implementation of an
optimal network configuration, the other three specific objectives are to:
– Foster the implementation of European standards for management systems and push
for the development of harmonised operational rules for TEN-T projects of common
interest. This objective does not aim to impose new specific standards and rules, but
rather to ensure the effective adoption and implementation of common European
standards already developed.
– Enhance Member States cooperation in order to coordinate investments, timing, the
choice of routes, and environmental and cost-benefit assessments for projects of
common interest.
– Ensure that the optimal network configuration is a key element in the allocation of
EU funding allowing for a focus on cross-border sections, missing links and
bottlenecks.
Two policy options were the result:
– Option 1, combining a planning approach largely based on the current policy, though
with certain amendments in the light of the experience gained, with a reinforced
coordination approach to implementation;
– Option 2, combining a stronger approach to planning coordination, through
identification of an optimised configuration for the strategic "core" of the TEN-T,
with the same reinforced coordination approach to implementation.
Each option would bring significant improvements when compared to the baseline policy
approach, both in terms of effectiveness in implementation and in terms of economic, social
and environmental impacts. Option 2, due to the stronger coordination at both planning and
implementation levels, would have an overall higher positive impact.
EN 7 EN
2.4. Methodology for the design of the core network
The core network design as included in this proposal is the outcome of a commonly agreed
methodology. It has been designed in accordance with the following two-step methodology.15
The first step was the identification of main nodes:
– Urban main nodes, comprising all Member States' capitals, all "MEGA" cities
according to ESPON and all other large urban areas or conurbations, including their
entire relevant multimodal infrastructure as far as part of the comprehensive network;
in total 82 urban nodes have been identified and are listed in annex to the Guidelines;
the ports and airports directly belonging to the urban node are part of the core
network;
– Outside these urban main nodes, ports which exceed a certain volume threshold or
fulfil certain geographical criteria; in total, 82 ports are listed in annex to the
Guidelines;
– The most relevant border crossing points: one per mode between each Member State
and each neighbouring country; in total 46 border crossing points are listed in annex
to the Guidelines.
The second step consisted in connecting these main nodes by multimodal links (road, rail,
inland waterway), according to availability or feasibility, taking into account effectiveness
and efficiency and preferably using existing infrastructure.
3. LEGAL ELEMENTS OF THE PROPOSAL
3.1. Summary of the measures proposed
The proposed Regulation will repeal and replace Decision 661/2010/EU of the European
Parliament and of the Council of 7 July 2010 on Union guidelines for the development of the
trans-European transport network.
The proposal contains the following main elements:
– TEN-T will be developed gradually through the implementation of a dual layer
approach, comprising a comprehensive network and a core network.
– The comprehensive network is to be in place by 31 December 2050 at the latest,
whereas the core network is to be implemented as a priority by 31 December 2030.
– The Guidelines set the framework for identifying projects of common interest. These
projects contribute to the development and establishment of TEN-T through the
creation, maintenance, rehabilitation and upgrading of infrastructure, through
15
The detailed methodology has been published in the Commission Staff Working Document "The New
Trans-European Transport Network Policy – Planning and Implementation Issues" in January 2011. It
has been subject to minor adjustments regarding issues which were raised at a Transport Ministers'
meeting on 7/8 February 2011 and at meetings with high-level representatives of all EU Member States.
EN 8 EN
measures to promote the resource-efficient use of infrastructure and by enabling
sustainable and efficient freight transport services.
– With a view to cooperation with third and neighbouring countries16
the European
Union may promote projects of mutual interest.
– The comprehensive network is specified by:
– maps;
– infrastructure components;
– infrastructure requirements;
– priorities for promoting projects of common interest.
– Freight terminals, passenger stations, inland ports, maritime ports and airports will
connect transport modes in order to allow multi-modal transport;
– Urban nodes form key elements in the comprehensive network as connecting points
between the different transport infrastructures;
– The guidelines lay down specific requirements for the core network, in addition to
the requirements for the comprehensive network, for example availability of
alternative fuels. The Commission will monitor and evaluate the progress made in
implementing the core network.
– Core network corridors are an instrument for implementing the core network. They
are to be based on modal integration and interoperability and lead to coordinated
development and management.
– European Coordinators will facilitate the coordinated implementation of the
corridors, in cooperation with corridor platforms to be established by Member States
concerned.
– Each corridor platform will establish a multi-annual development plan, including
investment and implementation plans, as a management structure. Based on this
information the Commission will adopt implementing acts (decisions) for each
corridor.
– The proposal calls for regular revision of the annexes by means of delegated acts in
order to update the maps of the comprehensive network. It also envisages a review of
the core network by 2023.
16
In Annex III the regional transport networks of these countries are provided to the extent that they have
already been defined. For neighbourhood countries under the Eastern Partnership, the regional network
will be defined following the work of the Transport Panel under the Eastern Partnership, building on
work carried out in the framework of TRACECA. For the neighbourhood countries in the South, the
regional network will be defined on the basis of the work undertaken in the framework of the Euro-
Mediterranean Transport Forum.
EN 9 EN
3.2. Legal basis
The legal basis for this proposal is Article 172 TFEU.
3.3. Subsidiarity principle
The coordinated development of a trans-European transport network to support transport
flows within the single European market and economic, social and territorial cohesion within
Europe requires action to be taken at European Union level, as such action could not be taken
individually by Member States. This is particularly the case for cross-border sections.
3.4. Proportionality principle
The proposal complies with the proportionality principle, and falls within the scope for action
in the field of the trans-European transport network, as defined in Article 170 of the Treaty on
the Functioning of the European Union.
The action envisaged by this proposal is specifically limited to the European dimension of
transport infrastructure networks.
3.5. Choice of instrument
The current TEN-T Guidelines were proposed and adopted as a Decision of the European
Parliament and of the Council. This Decision is specifically addressed to the Member States,
rendering the Guidelines binding in their entirety for all the Member States.
While the Member States have traditionally been the main actors involved in transport
infrastructure development and management, developments suggest that this situation has
been progressively changing. Regional and local authorities, infrastructure managers,
transport operators and other public and private entities have also become key actors in the
development of infrastructure.
With more actors besides the Member States becoming involved in the planning, development
and operation of TEN-T, it is important to ensure that the Guidelines are binding for all. The
Commission has therefore chosen a Regulation as the legal instrument for this proposal.
Moreover, it should be noted that the proposal is intended to cover the period up to 2050. It is
therefore difficult to anticipate all categories of actors that could become involved in TEN-T
implementation projects in that period.
3.6. European Economic Area
The proposed act concerns an EEA matter and should therefore extend to the European
Economic Area.
4. BUDGETARY IMPLICATIONS
The proposal will not entail any additional cost for the EU budget.
EN 10 EN
5. CONNECTING EUROPE FACILITY
In the context of the Communication on the Multi-annual Financial Framework 2014-202017
,
the Commission has announced the creation of a new instrument at EU level, the ''Connecting
Europe Facility", which will finance EU priority infrastructure in transport, energy and digital
broadband. The facility will support infrastructures with a European and Single Market
dimension, targeting EU support on priority networks that must be implemented by 2020 and
where European action is most warranted. The facility will have a single fund of € 50 billion
for the period 2014-2020, of which € 31.7 billion will be allocated to transport, out of which
€10 billion ring fenced for related transport infrastructures investments inside the Member
States eligible under the Cohesion Fund. The Communciation also suggests that infrastructure
projects of EU interest that pass through neighbourhood and pre-accession countries should in
the future be coordinated and reinforced through the new Connecting Europe Facility.18
Together with the Connecting Europe Facility, the present guidelines will establish the
priorities for European funding of transport infrastructure.
6. SIMPLIFICATION
The proposal contributes to the simplification of existing rules. Through the new corridor
approach and the establishment of corridor platforms, the project preparation can be
streamlined.
17
COM(2011) 500 final.
18
Such coordination could involve among others funding from the Neighbourhood Investment Facility
(NIF) or the Instrument for Pre-Accession Assistance (IPA)
EN 11 EN
2011/0294 (COD)
Proposal for a
REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL
on Union guidelines for the development of the Trans-European Transport Network
(Text with EEA relevance)
THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE EUROPEAN UNION,
Having regard to the Treaty on the Functioning of the European Union, and in particular
Article 172 thereof,
Having regard to the proposal from the European Commission,
After transmission of the draft legislative act to the national Parliaments,
Having regard to the opinion of the European Economic and Social Committee19
,
Having regard to the opinion of the Committee of the Regions20
,
Acting in accordance with the ordinary legislative procedure,
Whereas:
(1) Decision No 1692/96/EC of the European Parliament and of the Council of 23 July
1996 on Community guidelines for the development of the trans-European transport
network21
was recast in the interest of clarity by Decision No 661/2010/EU of the
European Parliament and of the Council of 7 July 2010 on Union guidelines for the
development of the trans-European transport network22
.
(2) The planning, development and operation of trans-European transport networks
contribute to the attainment of major Union objectives, such as the smooth functioning
of the internal market and the strengthening of economic and social cohesion and also
have the specific objectives of allowing the seamless and sustainable mobility of
persons and goods and ensuring accessibility for all regions of the Union.
(3) These specific objectives should be achieved by establishing interconnections and
interoperability between national transport networks in a resource-efficient way.
19
OJ C , , p. .
20
OJ C , , p. .
21
OJ L 228, 9.9.1996, p.1.
22
OJ L 204, 5.8.2010. p. 1.
EN 12 EN
(4) Growth in traffic has resulted in increased congestion on international transport
corridors. In order to ensure the international mobility of goods and passengers, the
capacity of the trans-European transport network and the use of this capacity should be
optimised and, if necessary, expanded by removing infrastructure bottlenecks and
bridging missing infrastructure links within and between Member States.
(5) As stated in the White Paper on Transport "Roadmap to a Single European Transport
Area – Towards a competitive and resource efficient transport system"23
, the
efficiency and effectiveness of transport can be significantly enhanced by ensuring a
better modal integration across the network, in terms of infrastructure, information
flows and procedures.
(6) The White Paper calls for the deployment of transport-related information and
communication technology to ensure improved and integrated traffic management and
to simplify administrative procedures through improved freight logistics, cargo
tracking and tracing, and optimised schedules and traffic flows. As such measures
promote the efficient management and use of transport infrastructure they should fall
within the scope of this Regulation.
(7) The trans-European transport network policy has to take into account the evolution of
the transport policy and infrastructure ownership. In the past, Member States were the
principal entity in charge of creating and maintaining transport infrastructure.
However, other entities, including private, have also become relevant for the
realisation of a multimodal trans-European transport network, including for example
infrastructure managers, concessionaires or port and airports authorities.
(8) The trans-European transport network consists to a large extent of existing
infrastructure. This existing infrastructure is managed by different public and private
entities. In order to achieve fully the objectives of the new trans-European transport
network policy, uniform requirements regarding the infrastructure have to be
established in a Regulation in order to be complied with by any entity responsible for
the infrastructure of the trans-European transport network.
(9) The trans-European transport network should best be developed through a dual layer
approach, consisting of a comprehensive network and a core network, these two layers
being the highest level of infrastructure planning within the Union.
(10) The comprehensive network should be a European-wide transport network ensuring
the accessibility of all regions in the Union, including the remote and outermost
regions, as also pursued by the Integrated Maritime Policy24
, and strengthening
cohesion between them. The guidelines should set the requirements for the
infrastructure of the comprehensive network, in order to achieve a high-quality
network throughout the Union by 2050.
(11) The core network should be identified and implemented as a priority within the
framework provided by the comprehensive network by 2030. It should constitute the
backbone of the development of a multi-modal transport network and stimulate the
development of the entire comprehensive network. It should enable Union action to
23
COM(2011) 144 final.
24
COM(2007) 575 final.
EN 13 EN
concentrate on those components of the trans-European transport network with the
highest European added value, in particular cross-border sections, missing links,
multi-modal connecting points and major bottlenecks.
(12) In order to establish the core and the comprehensive network in a coordinated and
timely manner, allowing thereby maximising the network benefits, Member States
concerned should ensure that the projects of common interest are finalised by 2030
and 2050 respectively.
(13) It is necessary to identify projects of common interest which will contribute to the
achievement of the trans-European transport network and which correspond to the
priorities established in the guidelines.
(14) Projects of common interest should demonstrate a clear European added value. Cross-
border projects typically have high European added value, but may have lower direct
economic effects compared to purely national projects. Therefore, they are likely not
to be implemented without Union intervention.
(15) As the development and implementation of the trans-European transport network is
not solely carried out by Member States, all promoters of projects of common interest
such as local and regional authorities, infrastructure managers or other private or
public entities should be subject to the rights and obligations of this Regulation, as
well other relevant Union and national rules and procedures, when carrying out such
projects.
(16) Cooperation with neighbouring and third countries is necessary to ensure connection
and interoperability between the respective infrastructure networks. Therefore the
Union should where appropriate promote projects of mutual interest with those
countries.
(17) In order to achieve modal integration across the network, adequate planning of the
trans-European transport network is required. This also implies the implementation of
specific requirements throughout the network in terms of infrastructure, intelligent
transport systems, equipment, and services. It is therefore necessary to ensure adequate
and concerted deployment of such requirements across Europe for each transport mode
and for their interconnection across the trans-European transport network and beyond,
in order to obtain the benefits of the network effect and to enable efficient long-range
trans-European transport operations.
(18) In order to determine existing and planned transport infrastructures for the
comprehensive and the core network, maps should be provided and adapted over time
to take into account the evolution of traffic flows. The technical basis of the maps is
provided by the Commission's TENtec system which contains a higher level of detail
concerning the trans-European transport infrastructure.
(19) The guidelines should set priorities in order to achieve the objectives within the given
time horizon.
(20) Intelligent transport systems are necessary to provide the basis for optimising of traffic
and transport operations and improving related services.
EN 14 EN
(21) The guidelines should provide for the development of the comprehensive network in
urban nodes, as those nodes are the starting point or the final destination ("last mile")
for passengers and freight moving on the trans-European transport network and are
points of transfer within or between different transport modes.
(22) The trans-European transport network, thanks to its large scale, should provide the
basis for the large-scale deployment of new technologies and innovation, which, for
example, can help enhance the overall efficiency of the European transport sector and
curb its carbon footprint. This will contribute towards the Europe 2020 strategy and
the Transport White Paper's target of a 60% cut in greenhouse gas emissions by 2050
(based on 1990 levels) and at the same time contribute to the objective of increasing
fuel security for the Union.
(23) The trans-European transport network has to ensure efficient multi-modality in order
to allow better modal choices to be made and large volumes to be consolidated for
transfers over long distances. This will make multi-modality economically more
attractive for shippers.
(24) In order to achieve a high-quality and efficient transport infrastructure across all
modes the guidelines should contain provisions regarding the security and safety of
passengers and freight movements, the impact of climate change and of potential
natural and man-made disasters on infrastructure and accessibility for all transport
users.
(25) The core network should be a subset of the comprehensive network overlaying it. It
should represent the strategically most important nodes and links of the trans-
European transport network, according to traffic needs. It should be multi-modal, i.e.
include all transport modes and their connections as well as relevant traffic and
information management systems.
(26) In order to implement the core network within the given time horizon, a corridor
approach could be used as an instrument to coordinate on a transnational basis
different projects and synchronise the development of the corridor, thereby
maximising network benefits.
(27) Core network corridors should also address wider transport policy objectives and
facilitate modal integration and multi-modal operations. This should allow specially
developed corridors that are optimised in terms of energy use and emissions, thus
minimising environmental impacts, and are also attractive for their reliability, limited
congestion and low operating and administrative costs. An initial list of corridors
should be included in the Regulation (EU) XXX/2012 [Connecting Europe Facility],
but should be adaptable in order to take account of changes in traffic flows.
(28) Designing the right governance structure and identifying the sources of financing for
complex cross-border projects would be eased by creating corridor platforms for such
core network corridors. European Coordinators should facilitate the coordinated
implementation of the core network corridors.
(29) In developing core network corridors due account should be given to the rail freight
corridors set up in accordance with Regulation (EU) No 913/2010 of 22 September
2010 of the European Parliament and of the Council concerning a European rail
EN 15 EN
network for competitive freight25
as well as to the European Deployment Plan for
ERTMS provided for in Commission Decision 2009/561/EC of 22 July 2009
amending Decision 2006/679/EC as regards the implementation of the technical
specification for interoperability relating to the control-command and signalling
subsystem of the trans-European conventional rail system26
.
(30) In order to maximise consistency between the guidelines and the programming of the
relevant financial instruments available at Union level, trans-European transport
network funding should be based on this Regulation and draw on the Connecting
Europe Facility27
. Correspondingly, it should aim at aligning and combining funding
from relevant internal and external instruments such as structural and cohesion funds,
the Neighbourhood Investment Facility (NIF), the Instrument for Pre-Accession
Assistance (IPA)28
, and from financing from the European Investment Bank, the
European Bank for Reconstruction and Development and other financial institutions.
In particular, when developing the trans-European transport network, Member States
should take into account to the ex ante conditionalities applicable to transport as
provided for in Annex IV to Regulation (EU) No XXX2012 [Regulation laying down
common provisions on the European Regional Development Fund, the European
Social Fund, the Cohesion Fund, the European Agricultural Fund for Rural
Development and the European Maritime and Fisheries Fund covered by the Common
Strategic Framework and laying down general provisions on the European Regional
Development Fund, the European Social Fund and the Cohesion Fund and repealing
Regulation (EC) No 1083/2006].29
(31) In order to update the Annexes and in particular the maps to take into account possible
changes resulting from the actual usage of certain elements of transport infrastructure
analysed against pre-established quantitative thresholds, the power to adopt acts in
accordance with Article 290 of the Treaty on the Functioning of the European Union
should be delegated to the Commission in respect of amendments to the Annexes. It is
of particular importance for the Commission to carry out appropriate consultations
during its preparatory work, including at expert level. The Commission, when
preparing and drawing-up delegated acts, should ensure a simultaneous, timely and
appropriate transmission of relevant documents to the European Parliament and to the
Council.
(32) In order to ensure uniform conditions for the implementation of this Regulation,
implementing powers should be conferred on the Commission. Those powers should
be exercised in accordance with Regulation (EU) No 182/2011 of the European
Parliament and of the Council of 16 February 2011 laying down the rules and general
principles concerning mechanisms for control by Member States of the Commission’s
exercise of implementing powers30
.
25
OJ L 276, 20.10.2010, p. 22.
26
OJ L 194, 25.7.2009, p. 60.
27
Regulation (EU) No XXX/2012 of … [Connecting Europe Facility]
28
Council Regulation (EC) No 1085/2006 of 17 July 2006 establishing an Instrument for Pre-Accession
Assistance (IPA), OJ L 210, 31.7.2006, p. 82.
29
COM(2011) 615 final.
30
OJ L 55, 28.2.2011, p. 13.
EN 16 EN
(33) Since the objectives of the action to be taken, and in particular the coordinated
establishment and development of the trans-European transport network, cannot be
sufficiently achieved by the Member States and can therefore, by reason of the need
for coordination of these objectives, be better achieved at Union level, the Union may
adopt measures in accordance with the principle of subsidiarity as set out in Article 5
of the Treaty on European Union. In accordance with the principle of proportionality,
as also set out in that Article, this Regulation does not go beyond what is necessary in
order to achieve those objectives,
HAVE ADOPTED THIS REGULATION:
CHAPTER I
GENERAL PRINCIPLES
Article 1
Subject matter
1. This Regulation establishes the Union guidelines (hereinafter "the guidelines") for
the development of a trans-European transport network which determine the
infrastructure of the trans-European transport network within which projects of
common interest and projects of mutual interest are identified.
2. The guidelines specify the requirements to be respected by the entities responsible
for management of the infrastructure of the trans-European transport network.
3. The guidelines set out the priorities for the development of the trans-European
network.
4. The guidelines provide for measures for the implementation of the trans-European
network.
Article 2
Scope
1. The guidelines shall apply to the trans-European transport network which comprises:
– existing and planned transport infrastructure referred to in paragraph 2, and
– measures promoting the efficient management and use of such infrastructure.
2. Transport infrastructure of the trans-European transport network consists of:
(a) railway transport infrastructure as determined in Section 1 of Chapter II;
(b) inland waterway infrastructure as determined in Section 2 of Chapter II;
EN 17 EN
(c) road transport infrastructure as determined in Section 3 of Chapter II;
(d) maritime transport infrastructure as determined in Section 4 of Chapter II;
(e) air transport infrastructure as determined in Section 5 of Chapter II;
(f) infrastructure for multimodal transport as determined in Section 6 of Chapter
II;
(g) the equipment and intelligent transport systems associated with the transport
infrastructure referred to in points (a) to (f).
Article 3
Definitions
For the purpose of this Regulation, the following definitions shall apply:
(a) 'project of common interest' means any piece of planned transport
infrastructure, of existing transport infrastructure or any modification of
existing transport infrastructure that complies with the provisions of Chapter II
and any measures providing the efficient management and use of such
infrastructure;
(b) 'project of mutual interest' means a project involving both the Union and one or
more third countries which aims to connect the trans-European transport
network with the transport infrastructure networks of those countries to
facilitate major transport flows;
(c) 'third country' means any neighbouring country and all other countries with
which the Union may cooperate to achieve the objectives pursued by this
Regulation;
(d) 'neighbouring country' means the country coming under the European
Neighbourhood Policy including the Strategic Partnership31
, the Enlargement
Policy, the European Economic Area or the European Free Trade Association;
(e) 'European added value' means, in relation to a project, the value resulting from
Union intervention which is additional to the value that would otherwise have
been created by Member State action alone;
(f) 'infrastructure manager' means any body or undertaking that is responsible in
particular for establishing and maintaining transport infrastructure. This may
also include the management of infrastructure control and safety systems;
(g) 'intelligent transport systems (ITS)' mean systems using information,
communication, navigation and positioning/localization technologies in order
to manage mobility and traffic on the trans-European transport network and to
provide value added services to citizens and operators, including for safe,
31
COM(2004) 106 final.
EN 18 EN
secure, environmentally sound and capacity efficient use of the network. They
may also include onboard devices, provided they form an indivisible system
with corresponding infrastructure components. They include systems,
technologies and services referred to in points (h)-(l);
(h) 'air traffic management system' means a system as specified in Regulation (EC)
No. 552/2004 of the European Parliament and of the Council of 10 March 2004
on the interoperability of the European Air Traffic Management network (the
interoperability Regulation)32
and in the European Air Traffic Management
(ATM) Master Plan as defined in Council Regulation (EC) No 219/2007 of 27
February 2007 on the establishment of a Joint Undertaking to develop the new
generation European air traffic management system (SESAR)33
;
(i) 'Vessel Traffic Monitoring and Information Systems' (VTMIS) means systems
deployed to monitor and manage traffic and maritime transport, using
information from Automatic Identification Systems of Ships (AIS), Long-
Range Identification and Tracking of Ships (LRIT), coastal radar systems and
radio communications as provided in Directive 2002/59/EC of the European
Parliament and of the Council of 27 June 2002 establishing a Community
vessel traffic monitoring and information system and repealing Council
Directive 93/75/EEC34
;
(j) 'River Information Services (RIS)' means information and communication
technologies on inland waterways as defined in Directive 2005/44/EC of the
Parliament and of the Council of 7 September 2005 on harmonised river
information services (RIS) on inland waterways in the Community35
;
(k) 'e Maritime services' means services using advanced and interoperable
information technologies in the maritime transport sector to facilitate the
throughput of cargo at sea and in port areas;
(l) 'European Rail Traffic Management System (ERTMS)' means the system
defined in Commission Decision 2006/679/EC of 28 March 200636
and
Commission Decision 2006/860 of 7 November 200637
concerning the
technical specification for interoperability relating to the control-command and
signalling subsystems of the trans-European conventional and high-speed rail
systems;
(m) 'transport mode' means railway, inland waterways, road, maritime or air
transport;
(n) 'multimodal transport' means the carriage of freight or passengers, or both,
using two or more modes of transport;
32
OJ L 96, 31.3.2004, p. 26.
33
OJ L 64, 2.3.2007, p. 1.
34
OJ L 208, 5.8.2002, p. 10.
35
OJ L 255, 30.9.2005, p. 152.
36
OJ L 284, 16.10.2006, p. 1.
37
OJ L 342, 7.12.2006, p. 1.
EN 19 EN
(o) 'urban node' means an urban area where the transport infrastructure of the
trans-European transport network is connected with other parts of that
infrastructure and with the infrastructure for regional and local traffic;
(p) 'logistic platform' means an area that is directly linked to the transport
infrastructure of the trans-European transport network including at least one
freight terminal, and enables logistics activities to be carried out;
(q) 'freight terminal' means a structure equipped for transhipment between at least
two transport modes and for temporary storage of freight such as ports, inland
ports, airports and rail-road terminals;
(r) 'NUTS region' means a region which as defined in the Nomenclature of
Territorial Units for Statistics.
Article 4
Objectives of the trans-European transport network
1. The trans-European transport network shall enable transport services and operations
which:
(a) meet the mobility and transport needs of its users within the Union and in the
relations with third countries, thereby contributing to further economic growth
and competitiveness;
(b) are economically efficient, contribute to the objectives of low-carbon and clean
transport, fuel security and environmental protection, are safe and secure and
have high quality standards, both for passenger and freight transport;
(c) promote the most advanced technological and operational concepts;
(d) provide appropriate accessibility of all regions of the Union, thereby promoting
social, economic and territorial cohesion and supporting inclusive growth.
2. In developing the infrastructure of the trans-European transport network, the
following objectives shall be pursued:
(a) the interconnection and interoperability of national transport networks;
(b) the removal of bottlenecks and the bridging of missing links, both within the
transport infrastructures and at connecting points between these, within
Member States' territories and at border crossing points between them;
(c) the development of all transport modes in a manner consistent with ensuring
sustainable and economically efficient transport in the long term;
(d) optimal integration and interconnection of all transport modes;
(e) the efficient use of infrastructure;
(f) promotion of a broad use of transport with the most carbon neutral effect;
EN 20 EN
(g) transport infrastructure connections between the trans-European transport
network and transport infrastructure networks of neighbouring countries, and
the promotion of their interoperability;
(h) the establishment of infrastructure requirements, notably in the field of
interoperability, safety and security, which will benchmark quality, efficiency
and sustainability of transport services;
(i) for both passenger and freight traffic, seamless connections between transport
infrastructure for long-distance traffic on the one hand, and regional and local
traffic on the other;
(j) a transport infrastructure that reflects the specific situations in different parts of
the Union and provides for a balanced coverage of European regions, including
outermost regions and other peripheral ones;
(k) accessibility for elderly people, persons of reduced mobility and for disabled
passengers.
Article 5
Resource efficient network
Member States and, as appropriate, regional and local authorities, infrastructure managers,
transport operators and other public and private entities shall plan, develop and operate the
trans-European transport network in a resource efficient way, through:
(a) an optimisation of infrastructure integration and interconnection;
(b) the broad deployment of new technologies and ITS;
(c) improvement and maintenance of existing transport infrastructure;
(d) the taking into account of possible synergies with other networks, in particular
trans-European energy or telecommunication networks;
(e) the assessment of strategic environmental impact, with the establishment of
appropriate plans and programmes and of impacts on climate mitigation;
(f) measures to plan and expand infrastructure capacity where necessary;
(g) adequate consideration of the vulnerability of transport infrastructure with
regard to a changing climate as well as natural and man-made disasters.
Article 6
Dual layer trans-European transport network structure
1. The gradual development of the trans-European transport network shall in particular
be achieved by implementing a dual-layer structure for this network, comprising a
comprehensive network and a core network.
EN 21 EN
2. The comprehensive network shall be made up of all existing and planned transport
infrastructures of the trans-European transport network as well as measures
promoting the efficient use of such infrastructure. It shall be developed in accordance
with Chapter II.
3. The core network shall consist of those parts of the comprehensive network which
are of the highest strategic importance for achieving the objectives for the
development of the trans-European transport network. It shall be identified and
developed in accordance with Chapter III.
Article 7
Projects of common interest
1. Projects of common interest shall contribute to the development of the trans-
European transport network through the creation of new transport infrastructure, the
maintenance, rehabilitation and upgrading of existing transport infrastructure and
through measures promoting its resource-efficient use.
2. A project of common interest shall:
(a) contribute to the objectives set out in Article 4;
(b) comply with Chapter II and, if it concerns the core network, comply in addition
with Chapter III;
(c) have been subject to a socio-economic cost benefit analysis resulting in a
positive net present value;
(d) demonstrate clear European added value.
3. A project of common interest may encompass its entire cycle, including feasibility
studies and permission procedures, implementation and evaluation.
4. Member States and other project promoters shall take all necessary measures to
ensure that the projects are carried out in compliance with relevant Union and
national rules and procedures, in particular with Union legislation on the
environment, climate protection, safety, security, competition, state aid, public
procurement and public health.
5. Projects of common interest are eligible for Union financial aid under the
instruments available for the trans-European transport network, in particular the
Connecting Europe Facility established by Regulation (EU) No XXX/2012.
Article 8
Cooperation with third countries
1. The Union may support projects of common interest in order to connect the trans-
European transport network with infrastructure networks of third countries covered
by the European Neighbourhood Policy, the Enlargement Policy, the European
Economic Area and the European Free Trade Association and which seek to:
EN 22 EN
(a) connect the core network at border crossing points;
(b) ensure the connection between the core network and the transport networks of
the third countries;
(c) complete the transport infrastructure in third countries which serve as links
between parts of the core network in the Union;
(d) implement traffic management systems in those countries.
Such projects of common interest shall enhance the capacity or utility of networks
located in one or several Member States.
2. The Union may cooperate with third countries to promote projects of mutual interest.
These projects shall seek to:
(a) promote the interoperability between the trans-European transport network and
networks of neighbouring countries;
(b) promote the extension of the trans-European transport network policy into third
countries;
(c) facilitate air transport with third countries, in particular by extending the Single
European Sky and air traffic management cooperation;
(d) facilitate maritime transport and promote motorways of the sea with third
countries.
3. Projects of mutual interest coming under point (a) of paragraph 2 shall comply with
the relevant provisions of Chapter II.
4. Annex III includes indicative maps of the trans-European transport network extended
to specific neighbouring countries.
5. The Union may use existing or set up and use new coordination and financial
instruments with neighbouring countries, such as the Neighbourhood Investment
Facility (NIF) or the Instrument for Pre-Accession Assistance (IPA), for the
promotion of projects of mutual interest.
6. The Union may cooperate with international and regional organisations and bodies to
achieve any objective pursued by this Article.
EN 23 EN
CHAPTER II
THE COMPREHENSIVE NETWORK
Article 9
General provisions
1. The comprehensive network shall constitute the basis for the identification of
projects of common interest.
2. The comprehensive network shall:
(a) be as specified in the maps in Annex I to this Regulation;
(b) be specified through the description of the infrastructure components;
(c) comply with the requirements for the transport infrastructures set out in this
Chapter;
(d) set the framework for priority infrastructure development as referred to in
Articles 10 to 35.
3. The Member States shall ensure that the comprehensive network is completed and
fully complies with the relevant provisions of this Chapter by 31 December 2050 at
the latest.
Article 10
Priorities
The Union, Member States, infrastructure managers and other project promoters, when
developing the comprehensive network, shall give particular consideration to measures that
are necessary for:
(a) implementing and deploying intelligent transport systems, including measures
which enable traffic management, multimodal scheduling and information
services, multimodal tracking and tracing, capacity planning and online
reservation and integrated ticketing services;
(b) bridging missing links and removing bottlenecks, notably in cross-border
sections;
(c) removing administrative and technical barriers, in particular to the
interoperability of the network and to competition;
(d) ensuring optimal integration of the transport modes;
(e) ensuring appropriate accessibility for all regions of the Union;
EN 24 EN
(f) improving or maintaining the quality of infrastructure in terms of efficiency,
safety, security, climate and where appropriate disaster resilience,
environmental performances, social conditions, accessibility for all users,
quality of services and continuity of traffic flows;
(g) promoting state-of-the-art technological development;
(h) ensuring fuel security by allowing the use of alternative and in particular low
or zero carbon energy sources and propulsion systems;
(i) bypassing urban areas for rail freight transport.
SECTION 1
RAILWAY TRANSPORT INFRASTRUCTURE
Article 11
Maps
Railway lines which form part of the comprehensive network are indicated on the maps in
Annex I.
Article 12
Infrastructure components
1. Railway transport infrastructure comprises in particular:
(a) high-speed and conventional railway lines, including:
(i) sidings;
(ii) tunnels;
(iii) bridges;
(b) freight terminals and logistic platforms for the transhipment of goods within
the rail mode and between rail and other transport modes;
(c) stations along the lines indicated in Annex I for the transfer of passengers
within the rail mode and between rail and other transport modes;
(d) associated equipment;
(e) ITS.
2. Railway lines shall take one of the following forms:
(a) Railway lines for high speed transport which are:
(i) specially built high-speed lines equipped for speeds equal to or greater
than 250 km/h;
EN 25 EN
(ii) specially upgraded conventional lines equipped for speeds in the order of
200 km/h;
(b) Railway lines for conventional transport.
3. The technical equipment associated with railway lines shall include electrification
systems, equipment for the boarding and alighting of passengers and the loading and
unloading of cargo in stations, logistic platforms and freight terminals. It shall
include any facility necessary to ensure the safe, secure and efficient operation of
vehicles.
Article 13
Transport infrastructure requirements
1. Operators of freight terminals shall ensure that any freight terminal is open to all
operators.
Operators of logistic platforms shall offer at least one terminal open to all operators.
Operators of freight terminals and logistic platform shall provide this access in a non-
discriminatory way and apply transparent charges.
2. Operators of passenger stations shall ensure that passenger stations provide access to
information, ticketing and commercial activities for railway traffic throughout the
comprehensive network and where appropriate information on connection with local
and regional transport, in accordance with Commission Regulation (EU) No
454/2011 of 5 May 2011 on the technical specification for interoperability relating to
the subsystem ‘telematics applications for passenger services’ of the trans-European
rail system38
.
3. Within the sphere of their responsibility, Member States and infrastructure managers
shall ensure that:
(a) railway lines are equipped with ERTMS;
(b) railway infrastructure complies with Directive 2008/57/EC of the European
Parliament and of the Council of 17 June 2008 on the interoperability of the
rail system within the Community39
and its implementing measures in order to
achieve the interoperability of the comprehensive network;
(c) railway infrastructure complies with the requirements of the technical
specification for Interoperability (TSI) adopted pursuant to Article 6 of
Directive 2008/57/EC for new and upgraded lines, except in duly justified
cases, where allowed by the relevant TSI or under the procedure provided for
in Article 9 of Directive 2008/57/EC. In any case, the railway infrastructure
shall comply with the following requirements:
38
OJ L 123, 12.5.2011, p. 11.
39
OJ L 191, 18.7.2008, p. 1.
EN 26 EN
(1) nominal track gauge for new railway lines: 1 435 mm40
;
(2) electrification;
(3) lines which are used by conventional freight trains41
: 22,5 t axle load, and
750 m train length;
(4) maximum gradients for new lines which are to be used by conventional
freight trains: 12,5 mm/m.42
Article 14
Framework for priority infrastructure development
Member States and other project promoters, when promoting projects of common interest and
in addition to the priorities set out in Article 10, shall give particular consideration to:
(a) deploying ERTMS;
(b) mitigating the impact of noise caused by rail transport;
(c) achieving standards higher than those set out as minimum requirements in the
technical specifications, as described in Article 13.
SECTION 2
INLAND WATERWAYS TRANSPORT INFRASTRUCTURE
Article 15
Maps
Inland waterways and inland ports which form part of the comprehensive network are
indicated on the maps in Annex I.
Article 16
Infrastructure components
1. Inland waterways infrastructure comprises in particular:
(a) rivers;
40
European standard nominal track gauge as referred to in technical specification for interoperability on
infrastructure, section 4.2.5.1. for the conventional lines (hereafter: CR TSI) of Commission Decision
2011/275/EU of 26 April 2011 concerning a technical specification for interoperability relating to the
‘infrastructure’ subsystem of the trans-European conventional rail system, OJ L 126, 14.5.2011, p. 53,
and section 4.2.2. for the high speed lines (hereafter: HS TSI) of Commission Decision 2008/217/EC of
20 December 2007 concerning a technical specification for interoperability relating to the
‘infrastructure’ sub-system of the trans-European high-speed rail system, OJ L 77, 19.3.2008, p. 1.
41
See requirements of line category V-F specified in section 4.2.2. of the CR TSI.
42
Requirements for line categories IV-F, IV-M, VI-F and VI-M as specified in section 4.2.4.3. of the CR
TSI.
EN 27 EN
(b) canals;
(c) lakes;
(d) related infrastructure such as locks, elevators, bridges, reservoirs;
(e) inland ports including the infrastructure necessary for transport operations
within the port area;
(f) associated equipment;
(g) ITS.
2. Inland ports shall have an annual freight transhipment volume exceeding 500 000
tonnes. The total annual freight transhipment volume is based on the latest available
three-year average, as published by Eurostat.
3. Port-associated equipment shall enable in particular propulsion and operating
systems which reduce pollution, energy consumption and carbon intensity. It
includes waste reception facilities.
Article 17
Transport infrastructure requirements
1. Within the sphere of their responsibility, Member States, port operators and
infrastructure managers shall ensure that inland ports are connected with the road or
rail infrastructure of the comprehensive network.
2. Port operators shall ensure that any inland port offers at least one freight terminal
open to all operators in a non-discriminatory way and apply transparent charges.
3. Within the sphere of their responsibility, Member States and infrastructure managers
shall ensure that:
(a) rivers, canals and lakes comply with the minimum requirements for class IV
waterways as laid down in the European Agreement on Main Inland
Waterways of International Importance (AGN) on the new classification of
inland waterways43
and ensure continuous bridge clearance.
(b) rivers, canals and lakes are equipped with RIS.
Article 18
Framework for priority infrastructure development
Member States and other project promoters, when promoting projects of common interest and
in addition to the priorities set out in Article 10, shall give particular consideration to:
43
European Conference of Ministers of transports (ECMT), ECMT/CM(92)6/Final.
EN 28 EN
(a) for existing inland waterways: implementing measures necessary to reach the
standards of the inland waterways class IV;
(b) where appropriate, achieving higher standards than inland waterways class IV,
to meet market demands;
(c) implementing ITS, including RIS;
(d) connecting inland port infrastructure to railway transport infrastructure.
SECTION 3
ROAD TRANSPORT INFRASTRUCTURE
Article 19
Maps
Roads which form part of the comprehensive network are indicated on the maps in Annex I.
Article 20
Infrastructure components
1. Road transport infrastructure comprises in particular:
(a) high quality roads, including
(i) bridges;
(ii) tunnels;
(iii) junctions;
(iv) crossings;
(v) interchanges;
(b) parking areas;
(c) associated equipment;
(d) ITS;
(e) freight terminals and logistic platforms;
(f) bus stations.
2. The high quality roads referred to in point (a) of paragraph 1 are those which play an
important role in long-distance freight and passenger traffic, integrate the main urban
and economic centres, interconnect with other transport modes and link landlocked
and peripheral NUTS 2 regions to central regions of the Union.
EN 29 EN
3. High-quality roads shall be specially designed and built for motor traffic, and shall
be either motorways or express roads.
(a) A motorway is a road specially designed and built for motor traffic, which does
not serve properties bordering on it, and which :
(i) is provided, except at special points or temporarily, with separate
carriageways for the two directions of traffic, separated from each other
by a dividing strip not intended for traffic, or, exceptionally, by other
means;
(ii) does not cross at level with any road, railway or tramway track, or
footpath; and
(iii) is especially sign-posted as a motorway.
(b) An express road is a road reserved for motor traffic accessible from
interchanges or controlled junctions only and which:
(i) prohibits stopping and parking on the running carriageway; and
(ii) does not cross at level with any railway or tramway track, or footpath.
4. Equipment associated with roads shall include in particular equipment for traffic
management, information and route guidance, for the levying of user charges, for
safety, for reducing negative environmental effects, for refuelling or recharging of
vehicles with alternative drives, and for secure parking areas for commercial
vehicles.
Article 21
Transport infrastructure requirements
Within the sphere of their responsibility, Member States and infrastructure managers shall
ensure that:
(a) Roads correspond to the provisions of Article 20(3).
(b) The safety of road transport infrastructure is assured, monitored and, when
necessary, improved according to the procedure provided for by Directive
2008/96/EC of the European Parliament and of the Council of 19 November 2008 on
road infrastructure safety management44
.
(c) Road tunnels with length of over 500 m comply with Directive 2004/54/EC of the
European Parliament and of the Council of 29 April 2004 on minimum safety
requirements for tunnels in the trans-European road network45
.
(d) The interoperability of toll collection systems is ensured in accordance with
Directive 2004/52/EC of the European Parliament and of the Council of 29 April
44
OJ L 319, 29.11.2008, p. 59.
45
OJ L 167, 30.4.2004, p. 39.
EN 30 EN
2004 on the interoperability of electronic road toll systems in the Community46
and
by Commission Decision 2009/750/EC of 6 October 2009 on the definition of the
European Electronic Toll Service and its technical elements47
.
(e) Intelligent transport systems of the road transport infrastructure complying with
Directive 2010/40/EU of the European Parliament and of the Council of 7 July 2010
on the framework for the deployment of Intelligent Transport Systems in the field of
road transport and for interfaces with other modes of transport48
are deployed.
Article 22
Framework for priority infrastructure development
Member States and other project promoters, when promoting projects of common interest and
in addition to the priorities set out in Article 10, shall give particular consideration to:
(a) use of ITS, in particular multi-modal information and traffic management and
to enable integrated communication and payment systems;
(b) introduction of new technologies and innovation for promoting low carbon
transport;
(c) provision of secure parking areas;
(d) promotion of road safety.
SECTION 4
MARITIME TRANSPORT INFRASTRUCTURE
Article 23
Maps
Maritime ports which form part of the comprehensive network are indicated on the maps in
Annex I.
Article 24
Infrastructure components
1. Maritime transport infrastructure comprises in particular:
(a) maritime space;
(b) sea canals;
46
OJ L 166, 30.4.2004, p. 124.
47
OJ L 268, 13.10.2009, p. 11.
48
OJ L 207, 6.8.2010, p. 1.
EN 31 EN
(c) maritime ports, including the infrastructure necessary for transport operations
within the port area;
(d) navigational aids;
(e) port approaches;
(f) motorways of the sea;
(g) associated equipment;
(h) ITS.
2. Maritime ports shall be entry and exit points for the land infrastructure of the
comprehensive network. They shall meet at least one of the following criteria:
(a) The total annual passenger traffic volume exceeds 0,1 % of the total annual
passenger traffic volume of all maritime ports of the Union. The reference
amount for this total volume is the latest available three-year average, based on
the statistics published by Eurostat.
(b) The total annual cargo volume – either for bulk or for non-bulk cargo handling
– exceeds 0,1% of the corresponding total annual cargo volume handled in all
maritime ports of the Union. The reference amount for this total volume is the
latest available three-year average, based on the statistics published by
Eurostat.
(c) The maritime port is located on an island and provides the sole point of access
to a NUTS 3 region in the comprehensive network.
(d) The maritime port is located in an outermost region or a peripheral area,
outside a radius of 200 km from the nearest other port in the comprehensive
network.
3. Equipment associated with maritime transport infrastructure shall include in
particular equipment for ice breaking, hydrological surveys, and dredging and
maintenance of the port and port approaches.
Article 25
Motorways of the sea
1. Motorways of the sea represent the maritime dimension of the trans-European
transport network. They shall consist of short-sea routes, ports, associated maritime
infrastructure and equipment, and facilities enabling short-sea shipping or sea-river
services between at least two ports, including hinterland connections, in at least two
different Member States. Motorways of the sea shall include:
(a) maritime links between maritime ports of the comprehensive network;
EN 32 EN
(b) port facilities, information and communication technologies (ICT) such as
electronic logistics management systems, safety and security and
administrative and customs procedures in at least one Member State;
(c) infrastructure for direct land and sea access.
2. Projects of common interest for motorways of the sea in the trans-European transport
network shall be proposed by at least two Member States. They shall take one of the
following forms:
(a) be the maritime component of a core network corridor as defined in Article 49,
or constitute the maritime component between two core network corridors;
(b) constitute a maritime link and its hinterland connections within the core
network between two or more core network ports;
(c) constitute a maritime link and its hinterland connections between a core
network port and ports of the comprehensive network, with a special focus on
the hinterland connections of the core and comprehensive network ports.
3. Projects of common interest for motorways of the sea in the trans-European transport
network may also include activities that have wider benefits and are not linked to
specific ports, such as activities for improving environmental performance, making
available facilities for ice-breaking, activities ensuring year-round navigability,
dredging operations, alternative fuelling facilities, as well as the optimisation of
processes, procedures and the human element, ICT platforms and information
systems, including traffic management and electronic reporting systems.
Article 26
Transport infrastructure requirements
1. Within the sphere of their responsibility, Member States, port operators and
infrastructure managers shall ensure that:
(a) Maritime ports are connected with railway lines, roads and, where possible,
inland waterways of the comprehensive network, except in Malta and Cyprus
for as long as no railway system is established within their territory.
(b) Any maritime port offers at least one terminal open to all operators in a non-
discriminatory way and apply transparent charges.
(c) Sea canals, port fairways and estuaries connect two seas, or provide access
from the sea to maritime ports and correspond at least to inland waterway class
VI.
2. Port operators shall ensure that ports include equipment necessary to ensure the
environmental performance of ships in ports, in particular reception facilities for ship
generated waste and cargo residues in accordance with Directive 2000/59/EC of the
EN 33 EN
European Parliament and of the Council of 27 November 2000 on port reception
facilities for ship-generated waste and cargo residues49
.
3. Member States shall implement VTMIS as provided for in Directive 2002/59/EC.
Article 27
Framework for priority infrastructure development
Member States and other project promoters, when promoting projects of common interest and
in addition to the priorities set out in Article 10, shall give particular consideration to:
(a) promoting motorways of the sea including short sea shipping;
(b) interconnection of maritime ports with inland waterways;
(c) implementation of VTMIS and e Maritime services.
SECTION 5
AIR TRANSPORT INFRASTRUCTURE
Article 28
Maps
Airports which form part of the comprehensive network are indicated on the maps in Annex I.
Article 29
Infrastructure components
1. Air transport infrastructure comprises in particular:
(a) air space, routes and airways;
(b) airports;
(c) associated equipment;
(d) ITS.
2. Airports shall comply with one of the following criteria:
(a) For passenger airports:
(i) the total annual passenger traffic is at least 0,1 % of the total annual
passenger volume of all airports of the Union. The total annual passenger
volume is based on the latest available three-years average, as published
by Eurostat;
49
OJ L 332, 28.11.2000, p. 81.
EN 34 EN
(ii) the volume threshold of 0,1 % does not apply if the airport is situated
outside a radius of 100 km from the nearest airport in the comprehensive
network, or outside a radius of 200 km if the region in which it is situated
is provided with a high-speed railway line.
(b) For cargo airports the total annual cargo volume is at least 0,2 % of the total
annual cargo volume of all airports of the Union. The total annual cargo
volume is based on the latest available three-year average, as published by
Eurostat.
Article 30
Transport infrastructure requirements
1. Within the sphere of their responsibility, Member States and airport operators shall
ensure that any airport offers at least one terminal open to all operators in a non-
discriminatory way and apply transparent charges.
2. Within the sphere of their responsibility, Member States, airport operators and air
carriers shall ensure that common basic standards for safeguarding civil aviation
against acts of unlawful interference, as adopted by the Union in accordance with
Regulation (EC) No 300/2008 of the European Parliament and of the Council of 11
March 2008 on common rules in the field of civil aviation security and repealing
Regulation (EC) No 2320/200250
, apply to the air transport infrastructure of the
comprehensive network.
3. Within the sphere of their responsibility, Member States, airport operators and air
carriers shall ensure that infrastructure for air traffic management enables the
implementation of the Single European Sky, in accordance with Regulation (EC) No
549/2004 of the European Parliament and of the Council of 10 March 2004 laying
down the framework for the creation of the single European sky (the framework
Regulation)51
, Regulation (EC) No 550/2004 of the European Parliament and of the
Council of 10 March 2004 on the provision of air navigation services in the single
European sky (the service provision Regulation)52
, Regulation (EC) No 551/2004 of
the European Parliament and of the Council of 10 March 2004 on the organisation
and use of the airspace in the single European sky (the airspace Regulation)53
and
Regulation (EC) No 552/2004 of the European Parliament and of the Council of
10 March 2004 on the interoperability of the European Air Traffic Management
network (the interoperability Regulation)54
in order to improve the performance and
sustainability of the European aviation system, of implementing rules and of Union
specifications.
50
OJ L 97, 9.4.2008, p. 72.
51
OJ L 96, 31.3.2004, p. 1.
52
OJ L 96, 31.3.2004, p. 10.
53
OJ L 96, 31.3.2004, p. 20.
54
OJ L 96, 31.3.2004, p. 26.
EN 35 EN
Article 31
Framework for priority infrastructure development
Member States and other project promoters, when promoting projects of common interest and
in addition to the priorities set out in Article 10, shall give particular consideration to:
(a) optimise existing infrastructure;
(b) increase airport capacity;
(c) support the implementation of the Single European Sky and of air traffic
management systems, in particular those deploying SESAR.
SECTION 6
INFRASTRUCTURE FOR MULTIMODAL TRANSPORT
Article 32
Maps
Freight terminals and logistic platforms which form part of the comprehensive network are
indicated on the maps in Annex I.
Article 33
Infrastructure components
Freight terminals or logistic platforms shall comply with at least one of the following criteria:
(a) its total transhipment of freight exceeds the quantitative threshold for maritime
ports set in Article 24;
(b) where there is no freight terminal or logistic platform complying with point (a)
in a NUTS 2 region, it is the main freight terminal or logistic platform
designated by the Member State concerned, linked at least to roads and
railways for that NUTS 2 region.
Article 34
Transport infrastructure requirements
1. Within the sphere of their responsibility, Member States, operators of freight
terminals, ports and airports, and infrastructure managers shall ensure that:
(a) transport modes are connected in any of the following places: freight terminals,
passenger stations, inland ports, airports, maritime ports, in order to allow
multimodal transport of freight and passengers.
(b) Without prejudice to the applicable provisions laid down in Union and national
law, freight terminals and logistic platforms, inland and maritime ports as well
as airports handling cargo are equipped for the provision of information flows
EN 36 EN
within this infrastructure and between the transport modes along the logistic
chain. Such systems shall in particular enable real time information on
available infrastructure capacity, traffic flows and positioning, tracking and
tracing, and ensure safety and security throughout multi-modal journeys.
(c) Without prejudice to the applicable provisions laid down in Union and national
law, continuous passenger traffic across the comprehensive network shall be
facilitated through appropriate equipment and the availability of ITS in railway
stations, bus stations, airports and where relevant maritime and inland
waterway ports.
2. Freight terminal operators shall ensure that freight terminals are equipped with
cranes, conveyors and other devices for moving freight between different transport
modes and for the positioning and storage of freight.
Article 35
Framework for priority infrastructure development
Member States and other project promoters, when promoting projects of common interest and
in addition to the priorities set out in Article 10, shall give particular consideration to:
(a) providing for effective interconnection and integration of the infrastructure of
the comprehensive network, including through access infrastructure where
necessary and through freight terminals and logistic platforms;
(b) removing the main technical and administrative barriers to multimodal
transport;
(c) developing a smooth flow of information between the transport modes and
enabling the provision of multimodal and single-mode services across the
trans-European transport system, including the related communication,
payment, ticketing and commercialisation services.
SECTION 7
COMMON PROVISIONS
Article 36
Urban nodes
Member States and other project promoters, when developing the comprehensive network in
urban nodes shall aim to ensure:
(a) for passenger transport: interconnection between rail, air and, as appropriate,
inland waterway, road and maritime infrastructure of the comprehensive
network;
(b) for freight transport: interconnection between rail and, as appropriate, inland
waterway, air, maritime and road infrastructure of the comprehensive network;
EN 37 EN
(c) adequate connection between different railway stations or airports of the
comprehensive network within an urban node;
(d) seamless connection between the infrastructure of the comprehensive network
and the infrastructure for regional and local traffic, including logistic
consolidation and distribution centres;
(e) bypassing of urban areas for road transport to facilitate long-distance traffic
flows on the comprehensive network;
(f) bypassing of urban areas for rail freight transport;
(g) promotion of efficient low-noise and low-carbon urban freight delivery.
Article 37
ITS
1. ITS shall enable traffic management and the exchange of information within and
between transport modes for multi-modal transport operations and value added
transport-related services, improving safety, security and environmental
performance.
2. ITS shall facilitate seamless connection between the infrastructure of the
comprehensive network and the infrastructure for regional and local transport.
3. ITS associated with transport modes shall in particular include:
– for railways: ERTMS;
– for inland waterways: River Information Services and e-Maritime services;
– for road transport: ITS in accordance with Directive 2010/40/EU;
– for maritime transport: VTMIS and e-Maritime services;
– for air transport: air traffic management systems, in particular those resulting
from SESAR.
Article 38
Freight transport services
The Union, Member States and other project promoters shall pay particular attention to
projects of common interest which provide efficient freight transport services that use the
infrastructure of the comprehensive network and contribute to reducing carbon dioxide
emissions. These projects shall in particular aim to:
(a) improve sustainable use of transport infrastructure, including its efficient
management;
EN 38 EN
(b) promote the deployment of innovative transport services or new combinations
of proven existing transport services, including through the application of ITS
and the establishment of relevant governance structures;
(c) facilitate multi-modal transport service operations and improve cooperation
between transport service providers;
(d) stimulate resource and carbon efficiency, notably in the fields of vehicle
traction, driving/steaming, systems and operations planning, resource sharing
and cooperation;
(e) analyse, provide information on and monitor markets, fleet characteristics and
performance, administrative requirements and human resources.
Article 39
New technologies and innovation
The comprehensive network shall keep up with state-of-the-art technological developments
and deployments. They shall in particular aim to:
(a) enable the decarbonisation of transport through transition to innovative
transport technologies;
(b) enable the decarbonisation of all transport modes by stimulating energy
efficiency as well as the introduction of alternative propulsion systems and the
provision of corresponding infrastructure. Such infrastructure may include
grids and other facilities necessary for the energy supply, take account of the
infrastructure – vehicle interface and encompass intelligent transport systems;
(c) improve the safety and sustainability of the movement of persons and goods;
(d) improve the operation, accessibility, interoperability, multimodality and
efficiency of the network, including multimodal ticketing;
(e) promote measures to reduce external costs, such as pollution of any kind,
including noise, congestion and health damage;
(f) introduce security technology and compatible identification standards on the
networks;
(g) improve resilience to climate change;
(h) further advance the development and deployment of intelligent transport
systems within and between modes of transport.
EN 39 EN
Article 40
Safe and secure infrastructure
Member States and other project promoters shall give due consideration to ensure that
transport infrastructure provides for a high degree of safety and security for passenger and
freight movements.
Article 41
Climate change proven infrastructure and disaster resilience
During infrastructure planning, Member States and other project promoters shall give due
consideration to the risk assessments and adaptation measures adequately improving the
resilience to climate change, in particular in relation to precipitation, floods, storms, high
temperature and heat waves, droughts, sea level rise and coastal surges, in compliance with
any requirement which may be set out in relevant Union legislation.
Where appropriate, due consideration should also be given to the resilience of infrastructure
to natural or man-made disasters in compliance with any requirement which may be set out in
relevant Union legislation.
Article 42
Environmental protection
Member States and other project promoters shall carry out environmental assessment of plans
and projects in particular as provided in Council Directives 85/337/EEC of 27 June 1985 on
the assessment of the effects of certain public and private projects on the environment55
and
92/43/EEC of 21 May 1992 on the conservation of natural habitats and of wild fauna and
flora56
, and Directives of the European Parliament and of the Council: 2000/60/EC of 23
October 2000 establishing a framework for Community action in the field of water policy57
,
2001/42/EC of 27 June 2001 on the assessment of the effects of certain plans and programmes
on the environment58
, and 2009/147/EC of 30 November 2009 on the conservation of wild
birds59
in order to avoid or, when not possible, mitigate or compensate for negative impacts
on the environment, such as to landscape fragmentation, soil sealing, air and water pollution
as well as noise, and to effectively protect biodiversity.
Article 43
Accessibility for all users
Transport infrastructure shall allow seamless mobility and accessibility for all users, in
particular elderly people, persons of reduced mobility and disabled passengers.
55
OJ L 175, 5.7.1985, p. 40.
56
OJ L 206, 22.7.1992, p. 7.
57
OJ L 327, 22.12.2000, p.1..
58
OJ L 197, 21.7.2001, p. 30.
59
OJ L 20, 26.1.2010, p. 7.
EN 40 EN
CHAPTER III
THE CORE NETWORK
Article 44
Identification of the core network
1. The core network shall consist of those parts of the comprehensive network which
are of the highest strategic importance for achieving the objectives of the trans-
European transport network policy. The core network shall in particular contribute to
coping with increasing mobility and to the development of a low-carbon transport
system.
2. The core network shall be interconnected in nodes and provide for connections with
neighbouring countries' transport infrastructure networks.
3. The transport infrastructures constituting the core network are indicated in the
corresponding maps of the comprehensive network in Annex I.
Article 45
Requirements
1. The core network shall reflect evolving traffic demand and the need for multi-modal
transport. State-of-the-art technologies and regulatory and governance measures for
managing the infrastructure use shall be taken into account in order to ensure
resource-efficient use of transport infrastructure and to provide for sufficient
capacity.
2. The infrastructure of the core network shall meet all the requirements set out in
Chapter II without exception. In addition, the following requirements shall also be
met by the infrastructure of the core network::
(a) for railway transport infrastructure:
– full electrification of the railway lines;
– lines with regular freight traffic: at least 22.5 t axle load, 100 km/h line speed
and 750 m train length;
(b) for inland navigation and maritime transport infrastructure:
– availability of alternative clean fuels;
(c) for road transport infrastructure:
– the development of rest areas approximately every 50 kilometres on motorways
in order inter alia to provide sufficient parking space for commercial road users
with an appropriate level of safety and security;
EN 41 EN
– availability of alternative clean fuels;
(d) for air transport infrastructure:
– capacity to make available alternative clean fuels.
Article 46
Development of the core network
1. The transport infrastructure included in the core network shall be developed in
accordance with the corresponding provisions of Chapter II.
2. Projects of common interest contributing to the completion of the core network shall
be implemented as a priority.
3. Without prejudice to Article 47(2) and (3), the Member States shall ensure the core
network is completed and complies with the provisions of this Chapter by 31
December 2030 at the latest.
Article 47
Nodes of the core network
1. The nodes of the core network are set out in Annex II and include:
– urban nodes, including their ports and airports;
– maritime ports;
– border crossing points to neighbouring countries.
2. Maritime ports indicated in Part 2 of Annex II shall be connected with the railway
and road transport infrastructure of the trans-European transport network by 31
December 2030 at the latest, except in duly justified cases.
3. The main airports indicated in Part 1b of Annex II shall be connected with the
railway and road transport infrastructure of the trans-European transport network by
31 December 2050 at the latest. Taking into account potential traffic demand, such
airports shall be integrated into the high speed rail network wherever possible.
EN 42 EN
CHAPTER IV
IMPLEMENTATION OF THE CORE NETWORK THROUGH CORE NETWORK
CORRIDORS
Article 48
General purpose of core network corridors
1. Core network corridors are an instrument to facilitate the coordinated
implementation of the core network. Core network corridors shall be based on modal
integration, interoperability, as well as on a coordinated development and
management of infrastructure, in order to lead to resource-efficient multimodal
transport.
2. Core network corridors shall provide for a coordinated approach with regard to
infrastructure use and investments, so as to manage capacities in the most efficient
way. Multimodal infrastructure within core network corridors shall be built and
coordinated, wherever needed, in a way that optimises the use of each transport mode
and their cooperation. The core network corridors shall support the comprehensive
deployment of interoperable traffic management systems.
Article 49
Definition of core network corridors
1. Core network corridors consist of parts of the core network. They shall involve at
least three transport modes and cross at least three Member States. They cover the
most important cross-border long-distance flows in the core network.
2. In duly justified cases the core network corridor may involve only two transport
modes.
3. Core network corridors shall include maritime ports and its accesses, except in duly
justified cases.
Article 50
List of core network corridors
1. Each Member State shall participate in at least one core network corridor.
2. The list of core network corridors is set out in Annex I to Regulation (EU) No
XXX/2012 of … [Connecting Europe Facility].
EN 43 EN
Article 51
Coordination of core network corridors
1. In order to facilitate the coordinated implementation of core network corridors, the
Commission shall designate, after consultation with the Member States concerned,
and after having consulted the European Parliament, persons called "European
Coordinator".
2. The European Coordinator shall be chosen, in particular, on the basis of his/her
experience of European institutions and knowledge of issues relating to the financing
and the socio-economic and environmental evaluation of major projects.
3. The Commission decision designating the European Coordinator shall specify how
the tasks referred to in paragraph 5 are to be performed.
4. The European Coordinator shall act in the name and on behalf of the Commission.
The remit of the European Coordinator shall relate to a single core network corridor.
The European Coordinator shall draw up together with the Member States concerned
a work plan for the activities to be fulfilled.
5. The European Coordinator shall:
(a) lead the coordinated implementation of the core network corridor in order to
enable respect of the timeline set in the implementing decision for the
individual core network corridor;
(b) report to the Member States, to the Commission and, as appropriate, to all other
entities directly involved in the development of the core network corridor on
any difficulties encountered and contribute to finding appropriate solutions;
(c) draw up a report every year for the European Parliament, the Commission and
the Member States concerned on the progress achieved in implementing the
core network corridor;
(d) consult, in cooperation with the Member States concerned, in particular
regional and local authorities, infrastructure managers, transport operators,
transport users and, as appropriate, other public and private entities, with a
view to gaining a fuller knowledge of the demand for transport services, the
possibilities of investment funding and financing and steps to be undertaken
and the conditions to be met in order to facilitate access to such funding or
financing.
6. The Member States concerned shall cooperate with the European Coordinator and
give the Coordinator the information required to perform the tasks referred to in
paragraph 5.
7. Without prejudice to the applicable procedures laid down in Union and national law,
the Commission may request the opinion of the European Coordinator when
examining applications for Union funding for core network corridors for which the
European Coordinator is responsible.
EN 44 EN
Article 52
Governance of core network corridors
1. For each core network corridor, the Member States concerned shall establish a
corridor platform responsible for defining the general objectives of the core network
corridor and for preparing and supervising the measures referred to in Article 53(1).
2. The corridor platform shall be composed of the representatives of the Member States
concerned and, as appropriate, other public and private entities. In any case, the
relevant infrastructure managers as defined in Directive 2001/14/EC of the European
Parliament and of the Council of 26 February 2001 on the allocation of railway
infrastructure capacity and the levying of charges for the use of railway
infrastructure60
shall participate in the corridor platform.
3. The European Coordinator shall chair the corridor platform.
4. The corridor platform may be established as a permanent legal entity, such as a
European Economic Interest Group.
5. The establishment of corridor platforms is without prejudice to the principle that the
beneficiary of Union financial support has the final responsibility for the
implementation of the projects.
Article 53
Corridor development plan
1. For each core network corridor, the Member States concerned, in cooperation with
the corridor platform, shall jointly draw up and notify to the Commission a corridor
development plan within six months after entry into force of this Regulation. This
plan shall include in particular:
(a) a description of the characteristics of the core network corridor, including
bottlenecks;
(b) the objectives for the core network corridor in particular in terms of
performance expressed as the quality of the service, its capacity and its
compliance with the requirements set out in Chapter II;
(c) the programme of measures necessary for developing the core network
corridor;
(d) a multimodal transport market study;
(e) an implementation plan including:
– a deployment plan relating to interoperable traffic management systems
on multi-modal freight corridors without prejudice to the applicable
Union legislation;
60
OJ L 75, 15.3.2001, p. 29.
EN 45 EN
– a plan for the removal of physical, technical, operational and
administrative barriers between and within transport modes and for the
enhancement of efficient multimodal transport and services;
– measures to improve the administrative and technical capacity to
conceive, plan, design, procure, implement and monitor projects of
common interest;
– risk assessment, including the possible impacts of climate change on the
infrastructure and where appropriate proposed measures to enhance
climate resilience;
– measures to be taken in order to mitigate greenhouse gas emissions;
(f) an investment plan, to be updated regularly, including:
– the list of projects for the extension, renewal or redeployment of
transport infrastructure referred to in Article 2(2) for each of the transport
modes involved in the core network corridor;
– the related financial plan, with the various sources envisaged for funding
and financing, at international, national, regional, local and Union level,
including, whenever possible, earmarked cross-financing systems as well
as private capital, together with the amount of commitments already
made and, where applicable, reference to the contribution of the Union
envisaged under the Union's financial programmes.
2. Based on the corridor development plan provided by Member States concerned, the
Commission shall deliver its opinion.
3. In order to support the implementation of the core network corridors, the
Commission may adopt implementing decisions for core network corridors. These
decisions may:
(a) include the investment planning, the related costs and implementation timeline,
estimated as necessary to implement the core network corridors in line with the
objectives of this Regulation;
(b) define all measures aimed at reducing external costs, in particular greenhouse
gas emissions and noise, and aimed at promoting the introduction of new
technologies in traffic and capacity management;
(c) provide for other measures which are necessary for the implementation of the
corridor development plan and for the efficient use of the core network corridor
infrastructure.
Those implementing acts shall be adopted in accordance with the advisory procedure
referred to in Article 55(2).
EN 46 EN
CHAPTER V
COMMON PROVISIONS
Article 54
Updating and reporting
1. Member States shall inform the Commission continuously through the interactive
geographical and technical information system for the trans-European transport
network (TENtec), about the progress made in implementing projects of common
interest and the investments made for this purpose.
Member States shall provide the Commission with abstracts of national plans and
programmes which they are drawing up with a view to develop the trans-European
transport network, in particular in relation to the core network. Once adopted, the
Member States shall send the national plans and programmes to the Commission for
information.
2. Every two years starting from the entry into force of this Regulation and after
consultation of the Committee referred to in Article 54, the Commission shall publish
a progress report on the implementation of the guidelines, which shall be submitted
to the European Parliament, the Council, the European Economic and Social
Committee and the Committee of the Regions.
3. The Commission shall be empowered to adopt delegated acts in accordance with
Article 56 concerning the adaptation of Annexes I, II and III to take account of
possible changes resulting from the quantitative thresholds laid down in Articles 16,
24, 29 and 33. When adapting the Annexes, the Commission shall:
(a) include logistic platforms, freight terminals, inland ports, maritime ports and
airports in the comprehensive network, if it is demonstrated that the latest two-
year average of their traffic volume exceeds the relevant threshold;
(b) exclude logistic platforms, freight terminals, inland ports, maritime ports and
airports from the comprehensive network, if it is demonstrated that the average
of their traffic volume over the last six years is below the relevant threshold;
(c) adjust the maps for road, railway and inland waterway infrastructure so as to
reflect progress in completing the network. In adjusting those maps, the
Commission shall not admit any adjustment in route alignment beyond that
which is allowed by the relevant project authorization procedure.
The adaptations under points (a) and (b) shall be based on the latest available
statistics published by Eurostat.
4. Projects of common interest concerning infrastructure which is newly included in the
trans-European transport network shall be eligible for the purposes of Article 7(5) as
of the date of entry into force of the delegated acts pursuant to paragraph 3.
EN 47 EN
Projects of common interest concerning infrastructure which have been excluded
from the trans-European transport network shall not be eligible anymore as of the
date of entry into force of the delegated acts pursuant to paragraph 3. The end of
eligibility shall not affect financing or grant decisions taken by the Commission
before this date.
Article 55
Committee
1. The Commission shall be assisted by a committee. That committee shall be a
committee within the meaning of Regulation (EU) No 182/2011.
2. Where reference is made to this paragraph, Article 4 of Regulation (EU) No
182/2011 shall apply.
Article 56
Exercise of delegation
1. The power to adopt delegated acts is conferred on the Commission subject to the
conditions laid down in this Article.
2. The power to adopt delegated acts referred to in Article 54(3) shall be conferred on
the Commission for an unlimited period from [date of entry into force of the
Regulation].
3. The delegation of powers referred to in the Article 54(3) may be revoked at any time
by the European Parliament or by the Council. A decision to revoke shall put an end
to the delegation of the power specified in that decision. It shall take effect the day
following the publication of the decision in the Official Journal of the European
Union or at a later date specified therein. It shall not affect the validity of any
delegated acts already in force.
4. As soon as it adopts a delegated act, the Commission shall notify it simultaneously to
the European Parliament and to the Council.
5. A delegated act adopted pursuant to the Article 54(3) shall enter into force only if no
objection has been expressed either by the European Parliament or by the Council
within a period of two months of the notification of that act to the European
Parliament and the Council or if, before the expiry of that period, the European
Parliament and the Council have both informed the Commission that they will not
object. That period shall be extended by two months at the initiative of the European
Parliament or of the Council.
Article 57
Review
By 31 December 2023 at the latest, the Commission shall carry out a review of the
implementation of the core network, evaluating compliance with the provisions laid down in
this Regulation and the progress in implementation.
EN 48 EN
Article 58
Single Contact Authority
Member States may appoint a Single Contact Authority for facilitating and co-ordinating the
permitting process for projects of common interest, in particular cross-border projects, in
accordance with the relevant Union acquis.
Article 59
Delay in completion of the core network
1. In the event of a significant delay in starting or completing work on the core
network, the Commission shall request the Member States concerned to provide the
reasons for the delay within three months. On the basis of the reply given, the
Commission shall consult the Member States concerned in order to resolve the
problem leading to the delay.
2. The Commission may, as part of its active monitoring of the implementation of the
core network and having due regard to the principle of proportionality and
subsidiarity, decide to take appropriate measures.
3. The European Parliament and the Member States shall be informed immediately of
any measure taken.
Article 60
Compatibility with Union law and Union policies
Actions taken under this Regulation shall take into account any relevant Union policies, in
particular those relating to competition, market access, the protection of the environment,
health, sustainable development, and public procurement.
Article 61
Promotion and evaluation
The Commission shall promote and evaluate the advancement of the trans-European transport
network policy and its overall implementation.
Article 62
Repeal
Decision No 661/2010/EU is repealed.
For all financing decisions based on Regulation (EC) No 680/200761
, Decision No
611/2010/EU shall continue to apply.
61
Regulation (EC) No 680/2007 of the European Parliament and of the Council of 20 June 2007 laying
down general rules for the granting of Community financial aid in the field of trans-European transport
and energy networks, OJ L 162, 22.6.2007, p. 1.
EN 49 EN
Article 63
Entry into force
This Regulation shall enter into force on the twentieth day following that of its publication in
the Official Journal of the European Union.
This Regulation shall be binding in its entirety and directly applicable in all Member States.
Done at Brussels,
For the European Parliament For the Council
The President The President
APPENDIX 4
JOINT COMMITTEE ON ENVIRONMENT, TRANSPORT, CULTURE AND THE
GAELTACHT
LIST OF MEMBERS
Deputies
James Bannon (FG)
Paudie Coffey (FG)
Niall Collins (FF)
Noel Coonan (FG) Leas-Chathaoirleach
Marcella Corcoran Kennedy (FG)
Clare Daly (SP)
Timmy Dooley (FF)
Dessie Ellis (SF)
Luke ‘Ming’ Flanagan (Ind)
Terence Flanagan (FG)
Kevin Humphreys (Lab)
Seán Kenny (Lab)
Ciarán Lynch (Lab) Cathaoirleach
Sandra McLellan (SF)
Tony McLoughlin (FG)
Catherine Murphy (Ind)
Gerald Nash (Lab)
Patrick O’Donovan (FG)
Brian Stanley (SF)
Robert Troy (FF)
Brian Walsh (FG)
Senators
Eamonn Coghlan (FG)
Cáit Keane (FG)
Denis Landy (Lab)
Catherine Noone (FG)
Labhrás Ó Murchú (FF)
Ned O’Sullivan (FF)
NOTES
1. Deputies appointed to the Committee by order of Dáil Éireann on 9 June 2011
2. Senators appointed to the Committee by order of Seanad Éireann on 16 June
2011
3. Deputy Ciarán Lynch elected as Cathaoirleach on 21 June 2011
4. Deputy Noel Coonan elected as Leas-Chathaoirleach on 21 June 2011
APPENDIX 5
JOINT COMMITTEE ON ENVIRONMENT, TRANSPORT, CULTURE AND THE
GAELTACHT
ORDERS OF REFERENCE
a. Functions of the Committee – derived from Standing Orders [DSO 82A;
SSO 70A]
(1) The Select Committee shall consider and report to the Dáil on—
(a) such aspects of the expenditure, administration and policy of the
relevant Government Department or Departments and associated
public bodies as the Committee may select, and
(b) European Union matters within the remit of the relevant
Department or Departments.
(2) The Select Committee may be joined with a Select Committee
appointed by Seanad Éireann to form a Joint Committee for the
purposes of the functions set out below, other than at paragraph (3),
and to report thereon to both Houses of the Oireachtas.
(3) Without prejudice to the generality of paragraph (1), the Select
Committee shall consider, in respect of the relevant Department or
Departments, such—
(a) Bills,
(b) proposals contained in any motion, including any motion within
the meaning of Standing Order 164,
(c) Estimates for Public Services, and
(d) other matters as shall be referred to the Select Committee by the
Dáil, and
(e) Annual Output Statements, and
(f) such Value for Money and Policy Reviews as the Select Committee
may select.
(4) The Joint Committee may consider the following matters in respect of
the relevant Department or Departments and associated public
bodies, and report thereon to both Houses of the Oireachtas:
(a) matters of policy for which the Minister is officially responsible,
(b) public affairs administered by the Department,
(c) policy issues arising from Value for Money and Policy Reviews
conducted or commissioned by the Department,
(d) Government policy in respect of bodies under the aegis of the
Department,
(e) policy issues concerning bodies which are partly or wholly funded
by the State or which are established or appointed by a member
of the Government or the Oireachtas,
(f) the general scheme or draft heads of any Bill published by the
Minister,
(g) statutory instruments, including those laid or laid in draft before
either House or both Houses and those made under the European
Communities Acts 1972 to 2009,
(h) strategy statements laid before either or both Houses of the
Oireachtas pursuant to the Public Service Management Act 1997,
(i) annual reports or annual reports and accounts, required by law,
and laid before either or both Houses of the Oireachtas, of the
Department or bodies referred to in paragraph (4)(d) and (e) and
the overall operational results, statements of strategy and
corporate plans of such bodies, and
(j) such other matters as may be referred to it by the Dáil and/or
Seanad from time to time.
(5) Without prejudice to the generality of paragraph (1), the Joint
Committee shall consider, in respect of the relevant Department or
Departments—
(a) EU draft legislative acts standing referred to the Select Committee
under Standing Order 105, including the compliance of such acts
with the principle of subsidiarity,
(b) other proposals for EU legislation and related policy issues,
including programmes and guidelines prepared by the European
Commission as a basis of possible legislative action,
(c) non-legislative documents published by any EU institution in
relation to EU policy matters, and
(d) matters listed for consideration on the agenda for meetings of the
relevant EU Council of Ministers and the outcome of such
meetings.
(6) A sub-Committee stands established in respect of each Department
within the remit of the Select Committee to consider the matters
outlined in paragraph (3), and the following arrangements apply to
such sub-Committees:
(a) the matters outlined in paragraph (3) which require referral to the
Select Committee by the Dáil may be referred directly to such
sub-Committees, and
(b) each such sub-Committee has the powers defined in Standing Order
83(1) and (2) and may report directly to the Dáil, including by way of
Message under Standing Order 87.
(7) The Chairman of the Joint Committee, who shall be a member of Dáil
Éireann, shall also be the Chairman of the Select Committee and of
any sub-Committee or Committees standing established in respect of
the Select Committee.
(8) The following may attend meetings of the Select or Joint Committee,
for the purposes of the functions set out in paragraph (5) and may
take part in proceedings without having a right to vote or to move
motions and amendments:
(a) Members of the European Parliament elected from constituencies
in Ireland, including Northern Ireland,
(b) Members of the Irish delegation to the Parliamentary Assembly of
the Council of Europe, and
(c) at the invitation of the Committee, other Members of the
European Parliament.
b. Scope and Context of Activities of Committees (as derived from
Standing Orders [DSO 82; SSO 70]
(1) The Joint Committee may only consider such matters, engage in such
activities, exercise such powers and discharge such functions as are
specifically authorised under its orders of reference and under Standing
Orders.
(2) Such matters, activities, powers and functions shall be relevant to, and
shall arise only in the context of, the preparation of a report to the Dáil
and/or Seanad.
(3) It shall be an instruction to all Select Committees to which Bills are
referred that they shall ensure that not more than two Select Committees
shall meet to consider a Bill on any given day, unless the Dáil, after due
notice given by the Chairman of the Select Committee, waives this
instruction on motion made by the Taoiseach pursuant to Dáil Standing
Order 26. The Chairmen of Select Committees shall have responsibility for
compliance with this instruction.
(4) The Joint Committee shall not consider any matter which is being
considered, or of which notice has been given of a proposal to consider, by
the Committee of Public Accounts pursuant to Dáil Standing Order 163
and/or the Comptroller and Auditor General (Amendment) Act 1993.
(5) The Joint Committee shall refrain from inquiring into in public session or
publishing confidential information regarding any matter if so requested,
for stated reasons given in writing, by—
(a) a member of the Government or a Minister of State, or
(b) the principal office-holder of a body under the aegis of a
Department or which is partly or wholly funded by the State or
established or appointed by a member of the Government or by
the Oireachtas:
Provided that the Chairman may appeal any such request made to the
Ceann Comhairle / Cathaoirleach whose decision shall be final.