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TITHE AN OIREACHTAIS
An Comhchoiste um Chomhshaol, Iompar, Cultúr agus Gaeltacht
Tuarascáil maidir le Rannchuidiú an Chomhchoiste leis an gCoimisiúnEorpach ar a Thogra le haghaidh Rialacháin maidir le treoirlínte Aontaischun an Gréasán Tras-Eorpach Iompair a fhorbairt, Com(2011)650Eanair 2012
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HOUSES OF THE OIREACHTAS
Joint Committee on Environment, Transport, Culture and the Gaeltacht
Report on the Joint Committee’s Contribution to the EuropeanCommission on its Proposal for a Regulation on Union guidelines forthe development of the Trans-European Transport Network,Com(2011)650
January 2012
31ETCG002
PRN No. A12/0121
TITHE AN OIREACHTAIS
INDEX
IntroductionDecision of the CommitteeJoint Committee’s Contribution on its Proposal for a Regulationon Union guidelines for the development of the Trans-EuropeanTransport Network, Com(2011)650
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AppendicesAppendix 1:Appendix 2:Appendix 3:Appendix 4:Appendix 5:Briefing provided by the Department of Transport, Tourism andSportExtract of the Transcript of the meeting of 10 January 2012COM(2011)650Membership of the Joint CommitteeOrders of Reference of the Joint Committee
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Report on the Joint Committee’s Contribution to the EuropeanCommission on its Proposal for a Regulation on Union guidelines for thedevelopment of the Trans-European Transport Network, Com(2011)650
1. Introduction
The Joint Committee on Environment, Transport, Culture and the Gaeltacht atits meeting of 8 December 2011 discussed the Commission’s proposal for aRegulation on Union guidelines for the development of the Trans-EuropeanTransport Network with the Minister for Transport during his briefing inadvance of the December meeting of the Transport Council. The Committeesubsequently considered this proposal on 15 December 2011 and agreed thatthe proposal warranted further scrutiny and noted that there may be asubsidiarity question to be addressed and a decision to be taken as towhether a reasoned opinion would be required in response.
On 10 January 2012, the Joint Committee met with representatives of theDepartment of Transport, Tourism and Sport to hear a briefing on the proposaland to consider in particular, concerns raised by the Department that might berelevant to the application of the principle of subsidiarity in the proposedmeasure.
The Joint Committee wishes to thank the Minister and the Department for theirassistance in relation to the Committee’s work on this significant proposal.
2. Decision of the CommitteeOn 24 January 2012 the Joint Committee agreed the enclosed Contribution beforwarded to the European Commission and the European Parliament andthat a report of the Joint Committee’s consideration of the Contribution be laidbefore both Houses of the Oireachtas and a debate called for in both Houseson the report.The Joint Committee further agreed that in the interests of interparliamentarycooperation on EU matters to forward to the appropriate Committee in each
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EU member state national parliament a copy of this report and to ensure thata copy was made available to Ireland’s MEPs and the Chairperson of theEuropean Parliament Committee on Transport and Tourism.
Ciarán Lynch T.D.Cathaoirleach
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Joint Committee on Environment, Transport, Culture and the GaeltachtJoint Committee’s Contribution to the European Commission on itsProposal for a Regulation on Union guidelines for the development ofthe Trans-European Transport Network, Com(2011)6501.The Oireachtas Joint Committee on Environment, Transport, Culture andthe Gaeltacht is pleased to participate in the ongoing dialogue betweennational parliaments and the European Commission and is grateful for theopportunity it affords to contribute to policy development in the EuropeanUnion. The Joint Committee intends to avail of the provisions of the LisbonTreaty to the fullest extent and looks forward to the further enhancement ofthe political dialogue between the Commission and the Houses of theOireachtas which is a key factor in the development of better EU policy andlaws which properly reflect the concerns and needs of Irish citizens.2.The Joint Committee has considered the European Commission’s proposalin some detail and has held public hearings on the matter with theDepartment of Transport and has discussed the paper with the Minister forTransport, Mr Leo Varadkar. In connection with its work the JointCommittee also discussed the Commission’s proposed regulationestablishing the Connecting Europe Facility, COM(2011)665. Following itsdeliberations the Committee has prepared this contribution which seeks toaddress the key issues and asks that the Commission take into accountthe views and positions set out in this contribution when it comes to theongoing negotiations.3.The Joint Committee welcomes the overarching aims and objectives of therevision of the TEN-T Guidelines and the establishment of the ConnectingEurope Facility and supports the Commission’s efforts to establish a trulybarrier free, efficient and innovative transport network. The JointCommittee notes the importance of this initiative for the Union’s economicrecovery by realising the positive potential of transport infrastructure forbusiness and growth. Clearly given Ireland’s geographical position anefficient network and excellent connections to mainland Europe is vital toIreland’s interests. A regulatory framework which encourages smarterinvestment decisions across Europe should result in Irish exporters gainingaccess to European markets quicker and more cheaply and should alsofacilitate more opportunities for overseas tourists to visit Ireland.4.Ireland fully supports the co-ordinated development of trans-Europeannetworks and, where necessary, action at European level, particularly for
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cross-border sections of the transport networks. The Committeeunderstands and agrees that such long term strategic thinking as shown bythe Commission in its proposal is necessary. However the Joint Committeealso agreed these ideal long term objectives need to be balanced with a fullappreciation of the practical implications of the current difficult economicclimate in which we all find ourselves.5.The Joint Committee considered the Commission’s proposal from the pointof view of adherence with the Protocol on the Application of the Principlesof Subsidiarity and Proportionality. The Committee noted that theCommission in its proposal and impact assessment justifies its action inthis area by reference to the recognition in the treaties of the need for EUlevel action on Trans European networks. The Joint Committee formed theview that in terms of the “necessity” and greater benefits test; the objectivesof this measure includes transnational aspects which potentially can bebetter be regulated at EU level. The Joint Committee agreed that onbalance it did not believe that there had strictly been a breach of theprinciple of subsidiarity and therefore agreed not to consider a ReasonedOpinion on this proposal. However the Committee did express someconcerns from a proportionality point of view, in particular with regard tohow far the proposal goes to achieve its objectives as set out below.General Comments6. Proposed Governance structures:The Joint Committee has strongconcerns regarding the proposed governance structures designed toensure the delivery of objectives as set out in the draft Regulation. TheCommittee supports the Commission’s initiatives to reduce administrativeburdens and would like to see this philosophy more to the fore in thisinstance. A key principle should be the avoidance of unnecessaryadministrative burden on Member States or commercial stakeholders. Inaddition the Committee is concerned at the degree to which this Regulationimposes top-down requirements on Ireland and other Member State’stransport networks and investment decisions - over and above what mightbe necessary. The Committee understands that a number of other MemberStates have raised concerns in this regard in particular that the regulationmay result in the Commission being required to instigate infringementproceedings on Member States for non-compliance or delays in carryingout works.7. Specifications:As regards the specifications set out in the Regulation theJoint Committee believes that a one size fits all approach is not optimum
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given the diversity of transport infrastructures and national requirementsthat exists across the EU. In Ireland’s case the level of specificationenvisaged for both the Core and Comprehensive Networks may bedisproportionate to the level of traffic flows across the network and theisolated nature of Ireland’s transport network. This is particularly true for therail network where the Commission’s focus is on improving interoperabilityand developing higher speed rail links across Europe.8.The Joint Committee believes that there is a clear case for a calibratedapproach to the implementation of this Regulation which takes account ofthe specific nature of Member States’ transport infrastructure and projectedtraffic volumes on the Network in more peripheral parts of that Network.9.The Joint Committee looks forward to receiving the Commission’s responseto its observations and it hopes that the Committee’s recommendations canbe taken into account. The Joint Committee also intends to directly contactour counterparts in other national parliaments to share our views on thismatter.
Oireachtas Joint Committee on Environment, Transport, Culture and theGaeltachtDublin24 January 2012
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APPENDIX 1
BRIEF FOR OIREACHTAS COMMITTEE10 JANUARY 2012
CONTENTSPresentationbyMichaelHarper,TransportCounsellor,IrishPermanentRepresentationtotheEUOireachtasInformationNotesonTENTandCEF(DepartmentofTransport,TourismandSport)SpeechbySiimKALLASonTENTandCEFatTENT«information»Days,Antwerp,29November2011BackgroundPressBriefingonTENTandCEFproposals(Commissionpublication)SummaryofcontentsofproposedRegulationonTENT(EPpublication)TENTNetwork‐CountrybyCountryBackgroundInformation(Commissionpublication)
StatementbyMichealHarper,TransportCounsellor,IrishPermanentRepresentationtotheEURe:CommissionproposalCom(2011)650–ProposalforaRegulationoftheEuropeanParliamentandoftheCouncilonUnionguidelinesforthedevelopmentoftheTrans‐EuropeanTransportNetworkJointOireachtasCommittee‐10January2012IntroductionIwouldfirstliketothanktheChairmanandtheCommitteeforthisopportunitytoaddressyouinrelationtowhatisaveryimportantlegislativedossierontheEUtransportagenda.Withyourpermission,IproposetogivesomebackgroundontheCommissionproposal;someofmoreimportantimplicationsforIrelandandourpositionontheproposal;andthecurrentstateofplayinrelationtothenegotiationswithCouncilandtheEuropeanParliament.Iunderstandyouareparticularlyinterestedintheconcernswehaveraisedinrelationtotechnicalspecificationsandthegovernancestructuresfortheimplementationoftheproposal.Iwillcovertheseinmypresentation.Whatistheproposalabout?On19October,theEuropeanCommissionannouncedtwomajorproposalstofurtherdevelopTransEuropeanTransportNetworks.Thesewerefirstly:aRegulationdefiningaframeworkforthedevelopmentoftheEuropeannetworkoverthenext4decadesto2050–theso‐calledTENSTregulation,andsecondly:aRegulation–calledtheConnectingEuropeFacility‐tosupport,interalia,thedevelopmentofthemoststrategicelementsofthenetworkovertheperiod2014to2020.Whiletoday’sfocusisonthefirstpartofthepackage,bothproposalsareverymuchinterlinkedandrepresentvitalinstrumentsinshapingEUtransportpolicyoverthemediumtolongerterm.Theyare,toaverylargeextent,basedonthevisionsetoutintheCommission’sWhitePaperonTransport–publishedearlierthisyear.IunderstandtheCommitteehasreceivedinformationnotesonallthreeinitiatives.AsregardsTENSTspecifically,theCommissionisproposingastrategicframeworkforcoordinatinginvestmentdecisionsonEurope’stransportinfrastructurewhichaimtoensurebetter,smarterandmoresustainabletransportsystemsareinplaceoverthenext20to40years.Onceadopted,thenewTENSTregulationwillreplaceanexistingDecisionoftheCouncil,EPandCommissiononTENST.ThekeydifferencebetweenthenewandexistingTENSTframeworkisthatthenewonewillconsistoftwolayers:aCoreNetworktobecompletedby2030andaComprehensiveNetworkfeedingintothis,tobecompletedby2050.ThesearespecifiedinMapsannexedtotheCommissionproposal.
ThecomprehensivenetworkisintendedtoensureextensivecoverageoftheEUandaccessibilityforallEuropeanregionstotheCoreNetwork.TheCoreNetworkcomprisesthemostimportantlinksandnodesonthenetworkandhasbeendevisedbytheCommissionbasedonvariouscriteriaincludingtrafficdemand.ItisintendedthattheCoreNetworkwillbefullyfunctionalby2030.Bothlayersincludealltransportmodes:road,rail,air,inlandwaterwaysandmaritimetransport.TheTEN‐TguidelinessetcommonrequirementsforboththeComprehensiveandtheCoreNetworkinordertoensureseamlessandconsistenttransportlinksalongthenetwork.Specificationsforthecorenetworkarehigherthanthoseforthecomprehensivenetwork.Theguidelinesalsofostertheimplementationoftrafficmanagementsystemswhichwillallowoptimisingtheuseofinfrastructureandbyincreasingefficiency,toreduceCO2emissions.Theimplementationofthecorenetworkwillbemanagedusingtheso‐called“corridorapproach”.Thereare10corridorsidentifiedintheConnectingEuropeproposal,oneofwhichcoversIreland.Theycoveratleast3transportmodes,3MemberStatesand2cross‐bordersections.Europeanco‐ordinators–appointedbytheCommission‐willchair"corridorplatforms"thatbringtogetherallthestakeholders–includingMemberStates,infrastructureoperators,etctodesignanddeliverthevariouselementsofthecorridor.TheyareeffectivelyamanagementstructuretooverseethedeliveryoftheCoreNetworkineachMemberState.Somuchfortheproposalitself.WhataretheimplicationsforIreland?TheimpactsoftheproposalonIrelandareessentiallytwofold.Fromaneconomicperspective,wewelcometheobjectiveswhichunderpintheinitiative–theseareessentiallyaboutmakingEuropemorecompetitiveandassistingthedevelopmentofatransportnetworkwhichisfitforpurpose.AsanislandontheperipheryofEurope,transportlinkstoourmaintradeandtourismmarketsarevital.AregulatoryframeworkwhichencouragessmarterinvestmentdecisionsacrossEuropeshouldresultinIrishexportersgainingaccesstoEuropeanmarketsquickerandmorecheaplyandshouldalsofacilitatemoreopportunitiesforoverseastouriststovisitIreland.However,thisframeworkcomesataprice–andinIreland’scase,thepriceisprohibitivelyhighandincertaincases,unnecessary.TheCommissionestimatethatinordertodeliverthekeyupgradesenvisagedontheCoreNetwork,aninvestmentof€250bnwillbeneeded.Asitstands,theConnectingEuropeFacilityproposalwillprovideEUfundingof€21bnovertheperiod2014to2020toaddresstheupgradesenvisaged.Anadditional€10bnwillberingfencedfromtheCohesionFund.Thebalanceoftheinvestment–justunder90%‐willfalltopublicandprivateinvestors.Thisissimplynotarealisticexpectationinthecurrenteconomicandfiscalclimate–eitherinIrelandorinmostotherEUMemberStatesforthatmatter.
ItisalsoevidentthatthelevelofspecificationenvisagedforboththeCoreandComprehensiveNetworksisdisproportionatetotheleveloftrafficflowsacrossthenetworkandtheisolatednatureofIreland’stransportnetwork.ThisisparticularlytruefortherailnetworkwheretheCommission’sfocusisonimprovinginteroperabilityanddevelopinghigherspeedraillinksacrossEurope.Therearetwoexampleswhichillustratethispoint.TheproposedregulationrequiresfullelectrificationoftheraillinesontheCoreNetwork.Thisintheoryistoencouragefasterjourneytimesandcleanermoresustainabletransport.InIreland’scase,onlyasmallportionoftherailtrackiselectrified.FullelectrificationoftheraillinefromBelfasttoDublintoCork/Limerickwouldcostintheorderof€3bn.Evenwithsuchaninvestment,thegoalofhigherspeedswouldnotbeachievedwithoutadditionalsignificantinvestmentintrackalignment,re‐configuringoflevelcrossingsandsafetyupgrades.AsecondexamplerelatestothespecificationforroadsontheCoreNetwork.Here,Irelandwouldberequiredtoprovidereststopsevery50kmonitsmotorwaynetwork.SuchaleveloffrequencyisnotjustifiedcommerciallyorotherwiseinanIrishcontextwherethejourneytimesonthemotorwaynetworkincludedontheCoreelementwouldbeconsiderablylessthan regulated 4 and a half hours. In addition, any trans‐European road journeys to andfromIrelandwouldbepunctuatedbyarestperiodonaferryinanycase.In other words, investment in achieving these two key specifications on our road and railnetwork would be both excessive and unwarranted from a VFM perspective – even if wehad the money. For this reason we have argued for a significant re‐calibration of thespecificationstotakeaccountofprojectedtrafficflowsandVFMconsiderations.Asyouknow,wealsohavestrongconcernsregardingtheproposedgovernancestructuressetoutinthedraftRegulation.AkeyprinciplehereshouldbetheavoidanceofunnecessaryadministrativeburdenonMemberStatesorcommercialstakeholders.Undertheexistingguidelines,crossborderpriorityprojectshavebeenrolledoutontimeandwithinbudgetinIreland.North–Southcooperationinrelationtotransportinvestmenthasbeenabroadlypositiveexperience.Wedonotseeanyaddedvalueincreatingelaborate“corecorridorplatforms”underpinnedbyadditionalandasyetunspecifiedCommissionregulation.Anotherconcernhererelatestosubsidiarity‐anissuewhichwealsoflaggedintheinformationnotetotheCommittee.Clearly,astheCommissionpointsoutintheproposal,thecoordinateddevelopmentofatrans‐EuropeantransportnetworkwithinEuroperequiresactiontobetakenatEuropeanlevelratherthanindividuallybyMemberStates‐particularlyforcross‐bordersections.However,theconcernrelatestothedegreetowhichthisRegulationimposestop‐downrequirementsonIrelandandotherMemberState’stransportnetworksandinvestmentdecisions‐overandabovewhatmightbedeemednecessaryorlegallyappropriate.
AnumberofotherMemberStateshaveraisedconcernsinthisregard.CouncilLegalServicehavebeenaskedforanopinion–particularlyasregardsthelegalbaseusedtosupporttheproposal‐Article172oftheTFEU.Inaddition,theCommissionhasbeenaskedtoclarifywhathappensiftheprescribedspecificationsarenotmetwithinthetimeframeallowed.TheseissuesaredealtwithinChapterIVoftheproposal.AsregardsdelaysincompletingtheCoreNetwork,Article59oftheproposedRegulationstatesthattheCommission“may..decidetotakeappropriatemeasures”.TheconcernhereisthattheregulationoffersthepotentialfortheCommissiontoinstigateinfringementproceedingsonMemberStatesfornon‐complianceordelaysincarryingoutworks.There is a clear case for a calibrated approach to the implementation of this RegulationwhichtakesaccountofthespecificnatureofMemberStates’transportinfrastructureandprojectedtrafficvolumesontheNetworkinmoreperipheralpartsofthatNetwork.ThisisthepositionwehavetakeninthenegotiationsattechnicalandpoliticallevelandthereappearstobegrowingsupportfromotherMemberStatesforthisposition.Whatisthecurrentstateofplayinthenegotiations?Wearestillatrelativelyearlystagesinthenegotiationofthisproposal.TheDanishPresidencyhopetoachieveaso‐called“generalapproach”ontheproposalatTransportMinistersCouncilinMarchalthoughrealistically,thisismorelikelytohappeninJune.TheEuropeanParliamenthasonlyrecentlyappointedaRapporteurwhichisthefirststepintheirexaminationoftheCommissionproposal.WewouldhoweverexpecttheEuropeanParliamenttobestronglyinfavouroftheCommissionproposalsheresothereisverylikelytobeaprotractednegotiationbetweenCouncilandtheEuropeanParliamentduringtheCypriotPresidencywhichcouldeasilyfalltotheIrishPresidencyin2013togetovertheline.ConclusionAtthispoint,wearereasonablyconfidentthatIreland’sparticularconcernsaregettingtractionwithinCouncilandtheCommissionitselfisincreasinglyawareoftheparticularnatureofourtransportnetworkandtheneedforflexibility.Ihavetriedtobeascomprehensiveaspossibleinmyopeningstatement.Thisisaverycomplexproposalbothtechnicallyandlegally.IhaveanumberofcolleaguesfromtheDepartmentwithmetodayandwearemorethanhappytotakequestionsonthematter.Ifwecan’tanswerallofthemwewillcertainlydoourbesttogetbacktotheCommitteewithanswersafterthemeeting.Thankyou
Com (2011) 650Information Note1. ProposalProposal for a Regulation of the European Parliament and of the Council on Union guidelinesfor the development of the Trans-European Transport Network2. Date of Commission document24 October 20113. Number of Commission documentCOM (2011) 6504. Number of Council document:2011/02945. Dealt with in Brussels byTransport Council / Intermodal Questions Working Group6. Department with primary responsibilityDepartment of Transport, Tourism and Sport7. Other Departments involvedNo8. Background to, Short summary and aim of the proposalOn 19 October, the European Commission announced new proposals for Trans EuropeanTransport Networks – which include a draft Regulation defining a framework for thedevelopment of the European network over the next 4 decades to 2050 and a fundinginstrument – called “Connecting Europe” - to support, inter alia, the development of the moststrategic elements of the network (the so-called “Core Network”) over the period 2014 to2020.The new Commission proposals set out a strategic framework for coordinating decisions ontransport infrastructure across the 27 Member States in order to ensure better, smarter andmore sustainable transport systems are in place both within the EU itself and also with keythird country partners.The new TEN-T network will consist of two layers: a core network to be completed by 2030and a comprehensive network feeding into this, to be completed by 2050. The comprehensivenetwork, will ensure full coverage of the EU and accessibility of all regions. The corenetwork will prioritize the most important links and nodes of the TEN-T, to be fullyfunctional until 2030. Both layers include all transport modes: road, rail, air, inlandwaterways and maritime transport, as well as intermodal platforms.The TEN-T guidelines set common requirements for the TEN-T infrastructure – with tougherrequirements for the core network. This will ensure fluent transport operations throughout thenetwork. The policy also fosters the implementation of traffic management systems whichwill allow optimising the use of infrastructure and by increasing efficiency, to reduce CO2emissions.
The implementation of the core network will be facilitated using a corridor approach. Tencorridors will provide the basis for the co-ordinated development of infrastructure within thecore network. Covering at least 3 modes, 3 Member States and 2 cross-border sections, thesecorridors will bring together the Member States concerned, as well as the relevantstakeholders, for example infrastructure managers and users. European co-ordinators willchair "corridor platforms" that will bring together all the stakeholders – these will be a majorinstrument to guarantee co-ordination, co-operation and transparency.9. Legal basis of the proposalThe legal basis for this proposal is Article 172 TFEU.10. Voting MethodQMV11. Role of the EPCo-decision12. Category of proposalMajor 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 thatcontext, the development of a strong transport network across Europe which is fit for purposeis vital to Ireland interests. The specific implications of the proposals for Ireland’s transportinfrastructure will need to be examined carefully – particularly in terms of the specificationsbeing sought over the period in question for road, rail, ports and airports and Ireland’scapacity to deliver in the current economic climate. Ireland is included in the so-called “CoreNetwork” 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 tosupport transport flows within the single European market and economic, social andterritorial cohesion within Europe requires action to be taken at European Union level, assuch action could not be taken individually by Member States. This is particularly the casefor cross-border sections. However, there are issues in relation to degree to which this newinstrument is imposing top-down requirements on Ireland’s transport network over and abovewhat might be deemed necessary in terms of projected traffic flows and socio-economicreturn for the investment involved.15. Anticipated negotiating periodLikely to take 18 months at least.16. Proposed implementation date20thday 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 lawN/a19. Anticipated Transposition dateN/a20. Consequences for the EU budget in Euros annuallyThe proposal will not entail any additional cost for the EU budget.21. Contact name, telephone number and e-mail address of official in Department withprimary responsibilityCaoimhín Ó CiaruáinEU Coordination and Presidency Planning UnitDepartment of Transport, Tourism and Sport44 Kildare Street, DublinDirect line: 353 1 6041022Email:[email protected]GSM: +353 (0)87 7942608Date 24 October 2011
Com (2011) 665/3Information Note1. ProposalREGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCILestablishing the Connecting Europe Facility2. Date of Commission document24 October 20113. Number of Commission documentCOM (2011) 665/34. Number of Council document:Not availalbe5. Dealt with in Brussels byTransport Council / Intermodal Questions Working Group6. Department with primary responsibilityDepartments of Transport, Tourism and Sport (transport element) and Communications,Energy and Natural Resources (Energy and Telecoms elements)7. Other Departments involvedDepartment of Finance (in context of overall negotiation on the Multi-Annual financialframework for the period 2014-2020).8. Background to, Short summary and aim of the proposalOn 19 October, the European Commission announced new proposals for Trans EuropeanTransport Networks – which include a draft Regulation defining a framework for thedevelopment of the European network over the next 4 decades to 2050 and a fundinginstrument – called “Connecting Europe” - to support, inter alia, the development of the moststrategic elements of the network over the period 2014 to 2020.The new Commission proposals set out a strategic framework for coordinating decisions ontransport infrastructure across the 27 Member States in order to ensure better, smarter andmore sustainable transport systems are in place both within the EU itself and also with keythird country partners.The “Connecting Europe” proposal was already part of the proposed Multi-Annual financialframework 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 forinvesting 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 workundertaken 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 linewith the CEF. Therefore, the revised Guidelines for Transport, Energy and
Telecommunications on the one hand and the CEF on the other hand constitute one coherentregulatory 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 andpassenger traffic with high efficiency and low emissions, makes extensive use of existinginfrastructure. By completing missing links and alleviating bottlenecks and with the use ofmore efficient services in multimodal combinations, it will handle the bulk of transport flowsin the single market. The cost of EU infrastructure development to match the demand fortransport has been estimated at over €1.5 trillion for 2010-2030 for the entire transportnetworks of the EU Member States. The completion of the trans-European transport networksrequires about €500 billion by 2020, of which €250 billion would be needed to completemissing links and remove bottlenecks on the core network.9. Legal basis of the proposalThe legal basis for this proposal are Articles 170, 171 and 172 TFEU.10. Voting MethodQMV11. Role of the EPCo-decision12. Category of proposalMajor 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 thatcontext, the development of a strong transport network across Europe which is fit for purposeis vital to Ireland interests. The specific implications of the proposals for Ireland’s transportinfrastructure will need to be examined carefully – particularly in terms of the specificationsbeing sought over the period in question for road, rail, ports and airports and Ireland’scapacity to deliver in the current economic climate. Ireland is included in the so-called “CoreNetwork” which will be the focus of the transport element of the CEF.14. Are the any subsidiarity issues for Ireland?No.15. Anticipated negotiating periodLikely to take 18 months at least.16. Proposed implementation date1 January 201417. Consequences for national legislationAs a Regulation, it will be binding in its entirety and directly applicable in all Member States.18. Method of Transposition into Irish law
N/a19. Anticipated Transposition dateN/a20. Consequences for the EU budget in Euros annuallyThe Commission’s proposal for the next Multi-Annual financial framework includes aproposal for €50 billion for the period 2014-2020 for the CEF, of which €31.7 billion isearmarked for transport with €10bn of this from theCohesion Fund. Over the seven years inquestion, this would be €7.14bn annually.
21. Contact name, telephone number and e-mail address of official in Department withprimary responsibilityCaoimhín Ó CiaruáinEU Coordination and Presidency Planning UnitDepartment of Transport, Tourism and Sport44 Kildare Street, DublinDirect line: 353 1 6041022Email:[email protected]GSM: +353 (0)87 7942608Date 24 October 2011
SPEECHbySiimKallas‐Vice‐PresidentandCommissionerforTransport
"TEN‐TDays"conferenceonthetrans‐Europeantransportnetwork:openingremarks‐Antwerp,29November2011Ministers,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 receiveyou in Brussels. But this venue, next to the splendid railway station situated on the corenetwork, makes it a natural choice.This is the fourth time that Member States, local and regional authorities, stakeholders andthe European Commission are meeting to discuss the development and main issuesregarding the trans-European transport network.Of course, this year our focus will be on the new TEN-T Guidelines and the ConnectingEurope Facility. This conference, organised so soon after both proposals were launched, willallow – as our previous TEN-T conferences have also done – all parties to have a useful andbeneficial 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 Facilitywere adopted by the Commission on 19 October, together with a proposal to launch a pilotphase of the project bonds initiative. This package has a high importance for achievingsustainable growth in Europe, which is now at the core of our concerns. The key objective ofboth proposals is the targeted use of financial resources, which is especially vital at a time ofeconomic crisis and given that infrastructure is the backbone of the economy.As you know, the overall Multiannual Financial Framework proposes a stable budget. Butwithin this, transport is a clearly identified priority and recognised as an instrument that canrevitalise the competitiveness of our economy. Developing the TEN-T will have positiveeffects on the free movement of goods, integration in the internal market, accessibility andterritorial cohesion, as well as on creating economic growth and jobs.The TEN-T Guidelines and the Connecting Europe Facility will contribute significantly toestablishing a competitive and resource-efficient transport system. They will help to reducecongestion, unleashing the potential of transport infrastructure for business and growth, aswell as supporting the development of innovative transport. At the same time, they will helpus to achieve the EU's 2020 goals by giving priority to environmentally friendly modes oftransport: rail, short sea shipping and inland waterways. They also encourage thedeployment of intelligent transport systems that will improve the efficiency of transportoperations.The proposed budget for the Connecting Europe Facility (€ 31.7 billion) is the guarantee thatfunding will benefit the priority transport infrastructure which has the high EU added valueneeded to spur economic growth and ensure cleaner transport. That is why the ConnectingEurope Facility and the TEN-T Guidelines go hand in hand, and should be discussedtogether - and also why the Commission has attached, in the Annex of the ConnectingEurope 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 by2030for core network and2050for the comprehensive network.Our concept is based on a dual layer structure and the methodology used to select the toplayer, the so-called core network, has gone through a thorough consultation process of theMember States, the European Parliament and all the parties involved. The core network isthe main innovation. It embraces both the existing and planned infrastructure, and selects alimited number of projects that offer the highest European added valueThese 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 apatchworkto anetwork.On Corridors in the Guidelines and the Connecting Europe FacilityTo implement the core network, the Commission proposes a reinforced corridor approach tobring the highest value for money. One euro spent only within one Member State will give apoorer result than one euro spent in coordination with several Member States andstakeholders involved in the projects, taking into account the overall traffic flows and needs.These corridors will also provide for greater modal integration, interoperability andcoordinated 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 timelydelivery of projects.The corridors will be governed through platforms, composed of the Member Statesconcerned and the other public and private parties involved, all under the auspices of acoordinator and based on the positive experience with the current coordinators. Theseplatforms will be loose structures which strengthen a forum that might already exist. They willnot 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 investmentsare coordinated to deliver maximum EU added value. The 10 core network corridors andother 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 allocatedbetween 80 and 85% of the available funds to make sure that European financing isavailable primarily for projects with the highest EU added value.
On the Connecting Europe FacilityOf the €31.7 billion proposed for transport in the Connecting Europe Facility, €10 billion isearmarked from within the Cohesion Fund. This €10 billion is only available for the CohesionFund eligible Member States, not the whole EU-27. Higher co-financing rates will apply forthis €10 billion: the same as for the rest of the Cohesion Fund. This will provide an additionalguarantee for eligible Member States, because €24 billion of Cohesion Fund money will alsobe 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 beabsorbed by innovative financing instruments such as project bonds.
This will be done in partnership with the EIB, which recently scored some notable successeswith the Loan Guarantee Instrument for TEN-T Projects: the Tours-Bordeaux high-speed raillink.Expectations are high. The Commission has calculated that this €31.7 billion could generatebetween €140 and €150 billion of investment on the European Core Network thanks to theleveraging effect.I would like to stress that the proposed Connecting Europe Facility is designed to becentrally managed. The TEN-T Executive Agency would be responsible for implementingthis budget through calls for proposal. Without well prepared project proposals, there will beno funding. The 'use-it–or-lose-it' principle shall continue to apply, as I have alreadymentioned.Apart from the successes of the central management of the TEN-T, I would like to say thatthe European Coordinators also contribute a great deal to ensuring transparency. They havebeen heard last week by the European Parliament and are here today with us in Antwerp topass on the valuable experience they have gathered during their mandates and toparticipate in several workshops during this conference.To conclude, I would like to emphasise that it is only with a modernised, much more effectiveand targeted TEN-T policy which embodies genuine European added value that we will allbe able to make a convincing case for the Connecting Europe Facility in the upcomingnegotiations for the Multi-Annual Financial Framework. So let us continue to be bold andwork together on setting out this new policy.Thank you for your attention.
Commission Press Pack on TEN T and CEF ProposalsBrussels, October 19, 2011
Connecting Europe: The new EU core transport network
The Commission has today adopted a proposal to transform the existing patchworkof European roads, railways, airports and canals into a unified transport network(TEN-T). The new core network will remove bottlenecks, upgrade infrastructure andstreamline cross border transport operations for passengers and businessesthroughout the EU. It will improve connections between different modes oftransport and contribute to the EU's climate change objectives.European Commission Vice-President Siim Kallas, responsible for transport, said: "Transportis 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 and35 of our major ports are directly connected to the rail network. Without good connectionsEurope will not grow or prosper."The new policy follows a two-year consultation process and establishes a core transportnetwork to be established by 2030 to act as the backbone for transportation within the SingleMarket. The financing proposals published today (for the period 2014–2020) also tightly focusEU 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 byMember States, with some EU transport and regional funding possibilities, including with newinnovative financing instruments. The aim is to ensure that progressively, and by 2050, thegreat majority of Europe's citizens and businesses will be no more than 30 minutes' traveltime from this comprehensive network.Taken as a whole, the new transport network will deliver:
safer and less congested travelas 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 furtherinvestment by Member States to complete difficult cross-border connections and links whichmight not otherwise get built. Every 1 million euros spent at European level will generate 5million 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 themajor 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 forEurope. Its aim is to focus spending on a smaller number of projects where real EU addedvalue can be realised. Member States will also face more rigorous requirements in terms ofcommon specifications which will work cross-border, and legal obligations actually tocomplete the project.The TEN-T network consists of two layers: a core network to be completed by 2030 and acomprehensive network feeding into this, to be completed by 2050. The comprehensivenetwork, will ensure full coverage of the EU and accessibility of all regions. The core networkwill 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 maritimetransport, as well as intermodal platforms.The TEN-T guidelines set common requirements for the TEN-T infrastructure – with tougherrequirements for the core network. This will ensure fluent transport operations throughoutthe network. The policy also fosters the implementation of traffic management systems whichwill allow optimising the use of infrastructure and by increasing efficiency, to reduce CO2emissions.The implementation of the core network will be facilitated using a corridor approach. Tencorridors will provide the basis for the co-ordinated development of infrastructure within thecore 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 relevantstakeholders, for example infrastructure managers and users. European co-ordinators willchair "corridor platforms" that will bring together all the stakeholders – these will be a majorinstrument to guarantee co-ordination, co-operation and transparency.Seehttp://ec.europa.eu/transport/index_en.htmfor 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 passengertransport by more than 50%.Growth needs trade. And trade needs transport. Areas of Europe without goodconnections are not going to prosper.The new core network – the figuresThe core network will connect:
83 main European ports with rail and road links37 key airports with rail connections into major cities15,000 km of railway line upgraded to high speed35 cross border projects to reduce bottlenecks
This will be theeconomic lifebloodof the single market. Allowing a real free flow of goodsand 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 for2014–2020 (see attached list of projects) will cost 250 billion. The core network is to becompleted by 2030.The Connecting Europe Facility makes available for transport infrastructure 31.7 billion eurosfor the next financial period 2012–2020. 80% of this money will be used to support:
Core network projectspriority projects along the 10 implementing corridorson the core network. Funding will also be available for a limited number of othersections projects of high European added value on the core network.Funding forhorizontal projects– these are IT related – such as funding forSESAR (the technological dimension of the Single European Sky Air TrafficManagement System), or ERTMS the European Rail Traffic Management System whichmust 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 obligationsfor transport systems to "join up", i.e. to invest in meeting mainly existing EUstandards, for example on common rail signalling systems.The remaining funding can be made available for ad hoc projects, including for projects onthe 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 Europeantransport network – allowing for the free flow of people and goods. All European countries willbe connected to this network.The list of projects that have been identified as a priority for EU funding for the next financingperiod (2014–2020) are set out in the annex to the Connecting Europe Regulation – seeannex 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 addedand are mature for implementation between 2014 and 2020It will be up to the Member States to submit detailed proposals to the Commission and onthat basis funding will allocated. This should happen as of early 2014. The precise level of EUfunding available also depends on the details for the national proposals. Overall, the EUcontribution to a major transport infrastructure development will normally be around 20% ofthe investment costs for any 7-year budget period. Support for individual studies can be upto 50 % and for studies and construction work in the case of cross-border projects up to40%. 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? Whofunds it and how does it work?At a regional and national level what we call the comprehensive network will feed into thecore network. This comprehensive network is an integral part of TEN-T policy. This will belargely managed by the Member States themselves with some funding available undertransport and of course under regional policy. That is subsidiarity in action. It is our intentionthat progressively, and by 2050, the great majority of Europe's citizens and businesses willbe 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 – largeparts of the comprehensive network join up in terms of fully interoperable and efficientstandards, 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 corenetwork: (a) technical requirements which need to be applied; and (b) new legalrequirements to finish projects.The technical requirements:It make sense that in particular for a core network, technical requirements must beinteroperable across the network. For example, that means that ERTMS (the European RailTraffic Management System) – the basic ITS systems to control the trains must applyeverywhere. Equally, road safety standards in terms of tunnel safety requirements and roadsafety requirements must apply across the network, and the technology for ITS (intelligenttransport systems) must join up. Also if there are future electric vehicle infrastructurecharging points to be built, logically, they must meet common standards, so the cars can usethem all across the network.The legal requirements:There is a new tough legal requirement introduced in the TEN-T guidelines so that MemberStates with projects receiving funding on the core network, have a legal obligation to finishthose 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 keeptransport 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 furtherinvestment 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 showsthat every 1 million euros spent at European level will generate 5 million from Member Stategovernments and 20 million from the private sector.Added to this leveraged money is now the possibility of new private sector money coming inthough innovative financing instruments like project bonds.How does the co-financing work? How much money comes from Member States andhow much from Europe.Transport infrastructure requires a huge investment – and the large share will always comefrom Member States. Europe's role in terms of investment and co-ordination is to add valueby removing difficult bottlenecks and building missing links and connections, and to supportthe 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-borderprojects for rail and inland waterway connections (up to 40%).For certain ITS projects, like ERTMS, higher co-financing of up to 50% can bemade 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 – notto 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 withMember States and stakeholders. The aim was create a European network, linking the majorsocial and economic centre and gateways to third countries (ports, airports and landconnections) and to put in place the keep infrastructure necessary to underpin the SingleMarket, support competitiveness and economic development.The methodology is based on several steps. First, the selection of major nodes – meetingcertain statistical criteria, eg capital cities and other important social economic centres, majorports (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 landtransport modes – rail inland waterway and road (some of which already exists – some wherethere are bottlenecks and some where there are missing links.) Third, incorporating adetailed analysis of major traffic flows – passenger and freight. This is essential to definepriority sections for the core network and to see clearly piority sections where infrastructureneeds 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 financingperiod 2014–2020) a particular importance is given to funding cross border projects whichhave 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 othertransport 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 implementingcorridors 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-bordersections."Corridor platforms" will be created to bring all relevant stakeholders and Member Statestogether. 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 andat different stages of progress can be joined effectively. European co-ordinators will chair thecorridor 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 thisyear). At its heart the TEN-T network is a multi-modal transport network, facilitating asubstantial 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 EUmoney. To do this they must meet all the requirements, in terms of planning andsustainability set out under EU environmental legislation.Background TEN-T Policy: The Trans-European Networks Policyis there to put in placethe transport infrastructure and interconnections that underpin the Single Market, to ensurethe free-flow of goods and people and to support growth, jobs and EU competitiveness. Inthe past, transport systems in Europe developed largely along national lines. This led to pooror absent transport interconnections at the borders, or along key corridors. Weak transportinterconnections hamper economic growth. Since the 1980s, TEN-T policy has focused EUmoney on supporting the development of key European infrastructure projects. And therehave been many important success stories. However, given in particular the tough financialperiod, there is a need to refocus EU transport spending to where it gives maximum addedvalue – to create a strong core European network.
EuropeanParliament–BackgroundNoteonTENTproposalTrans European Transport Networks – Commission Proposal for a RegulationPURPOSE: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 networkscontribute to the attainment of major Union objectives, such as the smooth functioning of the internalmarket and the strengthening of economic and social cohesion and also have the specific objectivesof allowing the seamless and sustainable mobility of persons and goods and ensuring accessibility forall regions of the Union. These specific objectives should be achieved by establishinginterconnections 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 toensure the international mobility of goods and passengers,the capacity of the trans-Europeantransport network and the use of this capacity should be optimisedand, if necessary, expandedby removing infrastructure bottlenecks and bridging missing infrastructure links within and betweenMember 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 ofgoods and passengers within and between the Member States and with its neighbours;(2) a considerable and enduringdisparity in quality and availability of infrastructurebetween andwithin the Member States (bottlenecks);(3) transport infrastructure between the transport modes isfragmented;(4)investmentsin transport infrastructures should contribute to achieve the goals of reduction ofgreenhouse gas emissions in transport by 60% by 2050;(5) Member States still maintaindifferent operational rules and requirements,in particular in thefield of interoperability, which add to the transport infrastructure barriers and bottlenecks.These new guidelines, which will replace Decision 661/2010/EU, seek to establisha complete andintegrated trans-European transport network,covering all Member States and regions andproviding the basis for the balanced development of all transport modes in order to facilitate theirrespective 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 theWhite Paper “Roadmap to aSingle 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 theproblem of a fragmented network. This involves, on the one hand, enhanced coordination in EUplanning and the designing of a sound governance structure to secure implementation of an optimalnetwork configuration.Two policy options were the result:option 1,combining a planning approach largely based on the current policy, thoughwith certain amendments in the light of the experience gained, with a reinforcedcoordination approach to implementation;option 2,combining a stronger approach to planning coordination, throughidentification of an optimised configuration for the strategic "core" of the TEN-T, withthe same reinforced coordination approach to implementation. The Commissionconsiders that this second option, because of the stronger coordination at bothplanning and implementation levels, would have an overall higher impact.
LEGAL BASIS: Article 172of the TFEU.CONTENT:the proposed Regulation will repeal and replace Decision 661/2010/EU on Unionguidelines for the development of the trans-European transport network. This proposal aims toestablish 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 andstrengthening economic and social cohesion.To achieve these objectives,two fields of actionare envisaged:- thefirst field of actionis "conceptualplanning":the gradual implementation of the TEN-T networkby means of adual-layer approach,consisting of a comprehensive network and a core network. Thecomprehensive networkconstitutes the basic layer of the TEN-T. It consists of all existing andplanned infrastructure meeting the requirements of the Guidelines. The comprehensive network is tobe in place by31 December 2050at the latest.Thecore networkoverlays the comprehensive network and consists of its strategically mostimportant parts. It constitutes the backbone of the multi-modal mobility network. It concentrates onthose components of TEN-T with the highest European added value: cross border missing links, keybottlenecks and multi-modal nodes. The core network is to be in place by31 December 2030at thelatest.- thesecond field of actionconcerns theimplementation instruments.The Commission hasdeveloped the concept ofcore network corridors,taking due account of the rail freight corridors.These corridors will provide the framework instrument for the coordinated implementation of the corenetwork. In terms of scope, the core network corridors will in principle cover three transport modesand cross at least three Member States. If possible, they should establish a connection with amaritime 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 deployinginteroperable traffic management systems.The proposal includes the followingkey aspects:Guidelines:the Guidelines set the framework for identifying projects of common interest. Theseprojects contribute to the development and establishment of TEN-T through the creation,maintenance, rehabilitation and upgrading of infrastructure, through measures to promote theresource-efficient use of infrastructure and by enabling sustainable and efficient freight transportservices. With a view to cooperation with third and neighbouring countries,the European Union maypromote projects of mutual interest.Thecomprehensive networkis specified by:maps;infrastructure components;infrastructure requirements;priorities for promoting projects of common interest.freight terminals, passenger stations, inland ports, maritime ports and airports willconnect transport modes in order to allow multi-modal transport;urban nodes form key elements in the comprehensive network as connecting pointsbetween the different transport infrastructures.
Core network:the guidelines lay down specific requirements for the core network, in addition to therequirements for the comprehensive network, for example availability of alternativefuels. The Commission will monitor and evaluate the progress made in implementingthe core network;
core network corridors are an instrument for implementing the core network. They areto be based on modal integration and interoperability and lead to coordinateddevelopment and management;European Coordinators will facilitate the coordinated implementation of the corridors,in cooperation with corridor platforms to be established by Member Statesconcerned;ach corridor platform will establish a multi-annual development plan, includinginvestment and implementation plans, as a management structure. Based on thisinformation the Commission will adopt implementing acts (decisions) for eachcorridor.
Lastly, the proposal calls forregular revision of the annexesby means of delegated acts in order toupdate the maps of the comprehensive network. It also envisages a review of the core network by2023.BUDGETARY IMPACT: the proposal will not entail any additional cost for the EU budget.It should be noted that in the context of theCommunication on the Multi-annual Financial Framework2014-2020,the Commission has announced the creation of a new instrument at EU level, the''ConnectingEurope Facility",which will finance EU priority infrastructure in transport, energy anddigital broadband. The facility will have a single fund of EUR 50 billion for the period 2014-2020, ofwhichEUR 31.7 billion will be allocated to transport,out of which €10 billion will be ring fenced forrelated transport infrastructures investments inside the Member States eligible under the CohesionFund.DELEGATED ACTS: the proposal contains provisions enabling the Commission to adopt delegatedacts in accordance with Article 290 of the TFEU.
Brussels 19 October 2011
Trans-European Transport NetworksThe TEN-T Core Network: Country by CountryMember StateAustriaKey elementsInclusion of major axes in the Core network, including Brenner,Danube/Westbahn (Salzburg-Linz-Vienna), and Semmering + KoralmInclusion of these axis in project lists under corridor headingsAustria very well covered and fully backing this TEN-T revision;Commission notes very high investments in AT, especially in rail (highest inEU per capita, highest after CH)
Belgium
Inclusion of the entire Inland Waterway (IWW) network in the Core: for BEthis is very important, given the many IWW and the foreseen major works onseveral of these axesInclusion of the second rail axis to the Antwerpen portInclusion of Oostende, Zeebrugge, Gent and Antwerpen as core ports (alldue to their volume)Inclusion of a dense comprehensive and core network due to the many portsand hinterland connections; inclusion in several core network corridors
Bulgaria
Inclusion of major axes in the comprehensive and core network, includingSofia-Varna (Hemus motorway is notably important for BG and is for a largepart also in the Core); the network has become much denser and a realnetworkGiven the two nodes (Sofia and Burgas, as a port) and the manyneighbouring countries, including third countries, BG has a dense network asa 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 themajor port of LimassolInclusion of wider comprehensive network for roads notably
Commission européenne, B-1049 Bruxelles / Europese Commissie, B-1049 Brussel - Belgium. Telephone: (32-2) 299 11 11.
Czech Republic
Inclusion of Prague and Ostrava as nodes and therefore the inclusion of arather dense comprehensive and core networkInclusion of links from Prague to Munich and Wroclaw (both new)
Denmark
Inclusion of major axes in the comprehensive and core network, linking upthe very parcelled territory of the Danish islesNetwork now including many road and rail links but of course the Öresundand Fehmarn, as well as the core nodes and ports of Copenhagen and Arhus.
Estonia
Inclusion of major axes in the comprehensive and core network, includingTallinn to Riga via the coast (road and rail) as well as the link to the Russianborder (Tallinn-Tartu-RU border). Rail Baltic: the final choice was toinclude the new, future alignment as the works on upgrading the existinglink are nearly completed.
Finland
Inclusion of major axis in the comprehensive and core network, includingthe present so called 'Nordic Triangle' (Turku-Helsinki-RU border) and the'Bothnian corridor'. In particular the inclusion of the Bothnian corridor isvery 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 sharingof the costs and concluded on most of the technical issues still outstanding; aletter co signed by both Ministers has been received.Central Pyrenean crossing has been agreed with ES to be included in thecomprehensive network: clearly, this link will not be realised until 2030, thefeasibility studies are ongoing still., but both countries want to include it in along term modal shift perspective.The Seine-Escaut Canal (also known in FR as Seine-Nord) has been makinggood progress and is part of the Amsterdam-Marseille corridor, linking theIWW networks of northern FR with those of BE and NL and thus with theRhine and Danube basins.Tours-Bordeaux has been launched recently with financial support from theEU through its innovative guarantee instrument with the EIB (the LGTT2
loan guarantee instrument); it can be considered as an example forinnovative 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, egHamburg/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 thegeographical 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 andPatras.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 thegeographical position of the main node of Budapest, the core network is verydense. This implies: inclusion of Danube and its ports, inclusion of rail androad links to Vienna, to Bucharest, to Belgrade, to Zagreb, to Ljubljana, toBratislava.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 theAtlantic Coast; Ireland therefore benefits from three core network ports andfrom 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 thegeographical coverage.The link between Naples and Palermo has been included: Palermo is a largeurban zone (LUZ) of more than 1 million inhabitants and therefore is a nodeto be included and connected. Sicily also provides the most direct links to3
Malta and therefore this link is included in the Helsinki-Valetta corridor.Positive conclusion of Lyon-Torino: FR and IT concluded on a new sharingof the costs and concluded on most of the technical issues still outstanding; aletter co signed by both Ministers has been received.
Latvia
Inclusion of major axis in the comprehensive and core network, includingRiga to Tallinn and Riga to Kaunas along the new Rail/Via Balticaalignment, as well as the link between Ventspils and the RU and BY border.
Lithuania
Inclusion of major axis in the comprehensive and core network, includingthe north-south Riga-Kaunas-Marijampole-Warsaw and the east-westKlaipeda-Kaunas-Vilnius-BU border in the core network.Rail Baltic: the final choice to include the new, future alignment as theworks on upgrading the existing link are nearly completed.
Luxemburg
Inclusion of the Inland Waterway port of Mertert and of the Moselle river inthe 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 thecomprehensive network (road tunnel). It is expected that a feasibility studywill shed light on this issue. Apart from grants for studies at the start, nofurther involvement than from innovative financial instruments is expected.
Netherlands
Inclusion of the entire Inland Waterway (IWW) network in the Core: for NLthis is very important, given the many IWW and the foreseen major works onseveral of these axis.Inclusion of the new lock complexes for access to the Amsterdam andTerneuzen/Gent ports.Inclusion of Vlissingen, Rotterdam and Amsterdam as core ports (all due totheir volume).Inclusion of a relatively dense comprehensive and core network due to thethree ports and their hinterland connections; however, NL has been wantingto focus on a limited number of links in line with the methodology.NL is developing several innovative financing projects (Amsterdam locks,4
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 majorchange 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 themoment not yet in a very advanced stage, the project list attached to the CEFforesees studies only. For the next MFF, it is expected that other rail projectswould 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, notablyLisbon-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 theinclusion of a rather dense comprehensive and core network
Slovenia
Inclusion of almost the entire road highway network and railway network inthe comprehensive network but also in the core network given thegeographical situation of SI and of its nodes (Ljubljana and Koper) andsurrounding 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 Mediterraneancorridor has been included all along the coast from FR via Barcelona andValencia up to Carthagena and Almeria. From Almeria it follows an inlandroute to Granada and then to Sevilla. This routing allows to link the nodes ofValencia and Sevilla. The corresponding road alignment is via Malaga due totraffic intensities.Atlantic corridor linking Portugal via Madrid and Valladolid to the Basque5
country including Bilbao as a core port.Central Pyrenean crossing has been agreed with FR to be included in thecomprehensive network: clearly, this link will not be realised until 2030, thefeasibility studies are ongoing still., but both countries want to include it in along term modal shift perspective.Project implementation in ES is very good so far. ES has a strong projectportfolio. Important will be to integrate the rail freight network with itsneighbours FR and PT which is foreseen to be taken forward further in thenext MFF.
Sweden
Inclusion of major axis in the comprehensive and core network, includingthe 'Bothnian corridor'. In particular the inclusion of the Bothnian corridor isvery 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 manynodes.Inclusion of HS 2 in the comprehensive network for the moment: theconsultation 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 theessential nodes and links between them. Therefore, there is largely supportfor the revision as such.
6
APPENDIX 2DÁIL ÉIREANN______________________
AN COMHCHOISTE UM CHOMHSHAOL, IOMPAR, CULTÚR AGUSGAELTACHT
JOINT COMMITTEE ON THE ENVIRONMENT, TRANSPORT, CULTURE ANDTHE 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,* In the absence of Deputy Robert Troy.DEPUTY CIARÁN LYNCHIN THE CHAIR.Senator Cáit Keane,Senator Catherine Noone,Senator Ned O'Sullivan.
Business of Joint Committee
Chairman:I welcome members and wish them a happy new year. As we have a quorumof six members, including one Deputy and one Senator we will commence the meeting. Isthat agreed? Agreed.I remind members to turn off their mobile telephones. I propose we go into privatesession to deal with some housekeeping matters before returning to public session. Is thatagreed? Agreed.The joint committee went into private session at 2.30 p.m. and resumed in public session at 3p.m.
Sitting suspended at 4.54 p.m. and resumed at 4.55 p.m.Scrutiny of EU Legislative ProposalsChairman:We will now continue our consideration of EU legislative proposal COM(2011) 650 on Union guidelines for the development of the trans-European transportnetwork. When we made our initial assessment of this draft measure, we agreed that thesignificant proposal warranted further consideration, especially in respect of concerns raisedwhich 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 principalofficer, and Mr. Michael Morrissey, higher executive officer in the EU co-ordination andPresidency preparations unit in the Department of Transport, Tourism and Sport, and thankthem for their attendance. I draw their attention to the fact that by virtue of section 17(2)(l) ofthe Defamation Act 2009, witnesses are protected by absolute privilege in respect of theirevidence to this committee. However, if they are directed by the committee to cease givingevidence in respect of a particular matter and they continue to so do, they are entitledthereafter only to a qualified privilege in respect of their evidence. They are directed that onlyevidence connected with the subject matter of these proceedings is to be given and they areasked to respect the parliamentary practice to the effect that, where possible, they should notcriticise nor make charges against any person, persons or entity by name or in such a way asto make him, her or it identifiable. I also wish to advise them that the opening statements theyhave submitted to the committee will be published on the committee’s website after thismeeting.Members are reminded of the long-standing parliamentary practice to the effect that theyshould not comment on, criticise or make charges against a person outside the Houses or anofficial 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 speakto it about the TEN-T dossier, which is an important one. It will loom large on the transportagenda for the next 18 months or so and will probably feature on the agenda for the IrishPresidency. I will go through the background, the implications for Ireland, our position so farand 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 overthe next 40 years, to 2050 and the second is, essentially, the financial instrument that is beingput in place to support it and which is called the Connecting Europe Facility. While we aretalking today mainly about the TEN-T proposal, the two proposals are very much interlinkedand they will be the core of instruments in shaping European transport policy over themedium to longer term. Basically, they are based on the vision that was set out in theCommission White Paper on transport on which I understand the committee got aninformation 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 willimprove the connectivity of these networks. This will then replace the existing framework onTEN-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 isthat the new one consists of two layers, namely, a core network which is to be completed by2030 and a comprehensive network feeding into it which will be completed by 2050. Thereare maps attached to the proposal which specify all of these links and notes. Thecomprehensive network is intended to ensure extensive connectivity and coverage and to linkin to the core network. Both networks will cover all modes - road, rail, air, inland waterwaysand ports.The implementation of the core network in particular is to be managed using a so-calledcorridor approach. This identifies ten corridors, one of which covers Ireland. They all coverat 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 memberstates, operators, etc., to design and deliver the various elements of the corridor. Thesecorridor platforms are effectively a management structure for the Commission to oversee thedelivery of the core network in the member states.On the implications for Ireland, 40% of our exports go to the European Union. Most ofthese exports are transported primarily on transport networks other than our own. It is in ourinterest, 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 whichis, in the main, unnecessary, in particular, in respect of railways.The Commission estimates that investment of €250 billion will be needed to deliver thekey upgrades envisaged for the core network. As matters stand, it is envisaged that theconnecting Europe facility, CEF, will provide €21 billion over the period until 2020, with anadditional €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 memberstates. 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 isdisproportionate 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 improvingconnectivity 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 ofEurope. What is sauce for the goose is not necessarily sauce for the gander in this case. I willcite two examples. The proposal will require full electrification which is fine, forunderstandable 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 moneyunder the Transport 21 programme, the only electrification envisaged was between Malahideand Balbriggan to extend the DART. No other electrification has ever been planned on themainline rail network simply because it is not justified by the nature of the network. Fullelectrification would cost an estimated €3 billion and the goals of higher speed, greaterefficiency and capacity would still not be achieved without further very significantinvestment in track, the elimination of level crossings, which is difficult and expensive, andother safety upgrades.The second example refers to roads. The proposal would require Ireland to provide reststops and secure truck parks every 30 miles. This measure cannot be justified economicallyor commercially. We have some experience in establishing rest stops and rest areas onmotorways and it is not always a straightforward commercial proposition. The proposalwould require us to go much further than is necessary. Journeys in this country are usually ofless 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 thereforehave had a rest.We also have serious concerns about the governance structures set out in the proposalwhich will have the Commission oversee the delivery of the corridors in question. We shouldavoid imposing unnecessary burdens on member states and commercial operators. Under theexisting guidelines, we have completed a number of cross-Border transport infrastructureprojects on time and within budget. Given that North-South co-operation in this area is verygood, we do not see a need to add a further layer of unspecified Commission regulation andthereby increase the level of administrative burden.We fully support co-ordinated development of trans-European networks and, wherenecessary, action at European level, particularly for cross-border sections of the transportnetworks. However, the top down approach being adopted is excessive, a view that is sharedby a number of other member states. The Council, specifically its legal service, has beenasked for a written opinion, which it has not yet given, on Article 172 of the Treaty onEuropean Union, which effectively states that a member state must agree to any project ofcommon 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 highlevels 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 informedthat a country which does not meet the requirements of a regulation will be taken to court anda fine or other penalty will be imposed.We are asking that a more nuanced approach be taken to the drafting of the regulation totake account of the differences between member states, for example, different types ofinfrastructure. Ireland, for instance, has a unique rail gauge. Other member states share ourconcerns or have different concerns about the proposal. The primary concerns relate to thelevel of cost involved, the legal obligation to deliver the proposed measures by certain datesand the fact that the proposal pre-empts decisions by member state governments about whatthey should spend their money on ten years before the event and, as a result, ties the hands ofgovernments that have not yet been elected.At this stage, we have still to reach a common position in the Council. However, it islikely that the common position, when reached, will be much different from the text proposedby the Commission. We are reasonably confident that our concerns are gaining some tractionwith the Council and Commission. We have had frequent discussions with the Commissionbilaterally and in meetings about our particular issues and officials are well aware of them. Arepresentative of the Commission will travel to Ireland later this month to see for himselfwhat our transport systems are like. We believe we will secure a better deal than that which ison the table. We would be pleased to return to the joint committee to report on furtherdevelopments as and when they take place. While I have tried to cover everything, it is notpossible 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 substantialbriefing 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 appearedbefore 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 peripheralregions such as Wales and Scotland? What progress has been made in the debate on thisissue? Has the process of engagement commenced or is this issue peripheral in the widerdebate? The paper circulated by Mr. Harper states that the position Ireland has taken innegotiations at technical and political level appears to be enjoying growing support amongother member states. Our position is that there is a clear case for a calibrated approach to theimplementation of the regulation which takes account of the specific nature of memberstates’ transport infrastructure and specific traffic volumes in more peripheral parts of thenetwork. What progress is being made in respect of Ireland’s position? To return to my firstquestion, 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 haveplans to electrify most of it. I understand, for example, that none of the rail network inScotland, which is larger than the Irish rail network, is electrified.28 Scrutiny of EU Legislati veProposals
At the next policy level up, none of the member states has spoken in favour of thecompulsion being applied to them. Germany, France, Britain, Italy, Ireland and others do notlike it.Chairman:In that case, it will be implemented.Mr. Michael Harper:As I stated, the general approach or whatever common positionthe Council arrives at in March or June will have to be much more to the liking of themember states because the member states must agree it. Once a common position has beenadopted, a dogfight will ensue with the European Parliament and in 18 months or thereaboutsa conciliation procedure, as it is known, will commence. This is a treaty based process whichsets out the steps to be taken and a deadline for concluding the procedure. If an agreement isnot 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 coincidewith the Irish Presidency. For this reason, we will have an interest in securing an agreementand achieving a success. However, we will not be interested in securing an agreement that isanything like that which the Commission has proposed.On progress made to date, the European Parliament appointed a rapporteur, Mr. GeorgiosKoumoutsakos, MEP, from the European People’s Party, in December. It has not yet startedon its part of the process, however, and progress is slow. The Council was pushed hard by thePolish Presidency to reach what it called a partial general approach, which could also bedescribed as a bit of agreement. The document on which it based its efforts wasunsatisfactory from our point of view. It was better than the Commission’s proposal but as itwas 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 ahurry to rush this through. A considerable number of details issued will have to be addressedand much more discussion is needed. Anonymous officials in Brussels will be holdingmeetings 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 ofachieving agreement in Council in March. We do not think that will happen, however. Itmight agree something in June if it is able to craft proposals which the Germans are able toswallow. If the Germans and the French do not like it, nobody else will be obliged to acceptit.Deputy Timmy Dooley:I thank the officials for their comprehensive presentation. Thebiggest issue posed for the State is the potential cost. That it is a non-runner in the currentenvironment should not deter us from developing a vision for future transport links acrossEurope. Even though it appears farcical at present, there is merit in co-ordinating transportnetworks across Europe. However, Ireland, Britain and other island nations would have to betreated differently from the central hub of Europe, where it is possible to travel betweencountries without noticing borders. That is the vision for the European Union in terms oftransporting goods and people. The issue of capital obviously does not arise in the crossing ofborders by road. Ireland would have to be treated differently because one cannot travel bytrain from here to the rest of Europe.We should consider the electrification of our rail network for environmental reasonsrather than for the objective of developing a European transport network. Something can beidentified 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 weare an island nation. I understand why a country in the middle of two others would want toachieve a common standard but the principle of subsidiarity might not arise in respect ofIreland and Britain, depending on whether Scotland becomes an independent state at somepoint.In regard to proportionality and costs, it is not a proportionate response to a requirementto build that network when the cost implications are considered.In regard to rest stops, I acknowledge the economic issues that arise but, domestically, wehave to decide the design standards we require. We have come to understand that rest stopsshould be singing and dancing purpose-built facilities with a set array of services. From aroad safety point of view, however, there is a greater requirement for basic services, whetherin 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 JointCommittee on European Affairs. The Lisbon treaty allows parliaments to discuss issues ofthis 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 notdisagree on the value of taking a long-term strategic approach to these matters, given that weare a major exporter and require access to these networks in other countries. We shouldexpress 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 Maynoothand Kildare lines that thought was given to the implications. The considerable work thatwould be required, for example to adapt small bridges for cabling, would be highly disruptiveand expensive. There are approximately 11 bridges on the Kildare line. If there is insufficientmoney 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 nottypical of many mainland European countries with large populations. It is only when onestands on a platform in France and Italy and watches goods trains with 50 cars pass by thatone realises the value of such a system.As I frequently take trains in mainland Europe, I have encountered difficulties in crossingborders 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 thevalue 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 theEuropean 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 areapproaching peak oil production, if we are not at that point already. The way we move peopleand goods will change dramatically in the future. We need to protect our position in terms ofthe financial implications that could ensue.Chairman:To bring things to a conclusion, I will outline a number of options that arebefore the committee. As Deputy Dooley indicated, this is a new responsibility forcommittees 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 adecision on it.The first option is that we can propose that the policy clerk draft a brief contribution to besent to the European Parliament and Commission outlining the concerns we have expressedhere today, which are genuine. People are generally favourable towards the overall idea ofintegration, but there are particular concerns for us as an island nation. The committee alsohas the option of recommending to both Houses a reasoned opinion on the principle ofsubsidiarity. Our concerns are of a general nature and, therefore, what I propose is that weissue a contribution to the European Parliament and Commission and Ireland’s MEPs on thismatter. If we were to go further than that we would be raising a flag and the two Houseswould have to pass our proposal, but I do not know whether we are at that point. There areserious concerns but, based on Mr. Harper’s progress report, we do have allies; it is not asthough we are totally on our own and need to put up a flag at this moment. I propose that weissue 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 quitea 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 alliancesat parliamentary level. While we do not want to do anything that will hinder what Mr. Harperis doing, if we can build some kind of alliance among national parliaments through theprocess that exists, it can only be helpful in terms of bringing this issue to the attention ofnational parliaments. Whether it is done through COSAC or through the forum as set out inthe 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 havebeen trying to do for a while, which is to bring the European debate as it relates to thesectoral committees back to the sectoral committees, rather than having issues dealt withseparately through the scrutiny committee, as was the case in the past. This is an idealsolution. Having sat on previous European affairs and scrutiny committees, and having for along time encouraged the sending of this type of material back to the sectoral committees, wehave now achieved this, and there is an opportunity for us to use the network of Europeannational 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 tositting 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 arespending 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 thesituation. I ask the clerk to do the briefing exercise. The document must be sent by 1February, and we can consider other options that are on the table as well at that stage. Wewill 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 ourdeliberations today. They are excused. At our meeting tomorrow we will meet the chairmandesignate 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 AREGULATION OF THE EUROPEAN PARLIAMENT AND OF THECOUNCILON UNION GUIDELINES FOR THE DEVELOPMENT OF THETRANS-EUROPEAN TRANSPORT NETWORKCOM(2011) 650 FINAL
EUROPEAN COMMISSION
Brussels, 19.10.2011COM(2011) 650 final2011/0294 (COD)
Proposal for aREGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCILon Union guidelines for the development of the Trans-European Transport Network
(Text with EEA relevance){SEC(2011) 1212 final}{SEC(2011) 1213 final}
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EXPLANATORY MEMORANDUM1.1.1.CONTEXT OF THE PROPOSALBackground and objectives
Since the mid 80ies the Trans-European transport network (TEN-T) policy has been settingthe policy framework for the development of infrastructure for the smooth functioning of theinternal market and for ensuring economic, social and territorial cohesion and improvedaccessibility 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, tothe adoption of a list of 14 major projects.In 1996 the European Parliament and the Council adopted the first Guidelines defining theTEN-T policy and infrastructure planning1. There was a major revision of the Guidelines in2004, 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 theimplementation of projects. These instruments include the TEN Financial Regulation3, theCohesion Fund, the European Regional Development Fund (ERDF) and loans from theEuropean Investment Bank, along with coordination initiatives by the Commission.In 2010, in the interest of clarity, the European Parliament and the Council adopted DecisionNo 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 toestablish a complete and integrated trans-European transport network, covering all MemberStates and regions and providing the basis for the balanced development of all transportmodes in order to facilitate their respective advantages, thereby maximising the value addedfor 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 resourceefficient transport system5("the White Paper"), these Guidelines will define a long-termstrategy for the TEN-T policy up to 2030/2050.
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Decision No 1692/96 of the European Parliament and of the Council of 23 July 1996 on Communityguidelines for the development of the trans-European transport network, OJ L 228, 9.9.1996, p. 1.Decision No 884/2004/EC of the European Parliament and of the Council of 29 April 2004 amendingDecision No 1692/96/EC on Community guidelines for the development of the trans-Europeantransport network, OJ L 201, 7.6.2004, p. 1.Regulation (EC) No 680/2007 of the European Parliament and of the Council of 20 June 2007 layingdown general rules for the granting of Community financial aid in the field of trans-European transportand energy networks, OJ L 162, 22.6.2007, p. 1.Decision No 661/2010/EU of the European Parliament and of the Council of 7 July 2010 on UnionGuidelines for the development of the trans-European transport network (recast), OJ L L 204, 5.8.2010,p. 1.COM(2011) 144.
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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 freemovement of goods and passengers within and between the Member States and with itsneighbours.Second, there is a considerable and enduring disparity in quality and availibility ofinfrastructure between and within the Member States (bottlenecks). In particular the east-westconnections require improvement, through the creation of new transport infrastructure and/ormaintenance, rehabilitation or upgrading of existing infrastructure.Third, transport infrastructure between the transport modes is fragmented. As regards makingmulti-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 infrastructurebottlenecks and to bridge missing links is insufficiently exploited.Fourth, investments in transport infrastructures should contribute to achieve the goals ofreduction of greenhouse gas emissions in transport by 60% by 2050.Finally, Member States still maintain different operational rules and requirements, inparticular in the field of interoperability, which add to the transport infrastructure barriers andbottlenecks.1.3.Fields of action
This proposal aims to establish and develop a complete TEN-T, consisting of infrastructurefor railways, inland waterways, roads, maritime and air transport, thereby ensuring the smoothfunctioning of the internal market and strengthening economic and social cohesion.To achieve these objectives, the first field of action is "conceptual planning". Based on inputfrom a public consultation of stakeholders, the Commission concluded that the TEN-T couldbe best developed through a dual-layer approach, consisting of a comprehensive network anda core network.The comprehensive network constitutes the basic layer of the TEN-T. It consists of allexisting and planned infrastructure meeting the requirements of the Guidelines. Thecomprehensive 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 mostimportant parts. It constitutes the backbone of the multi-modal mobility network. Itconcentrates on those components of TEN-T with the highest European added value: crossborder missing links, key bottlenecks and multi-modal nodes. The core network is to be inplace by 31 December 2030 at the latest.The second field of action concerns the implementation instruments. The Commission hasdeveloped the concept of core network corridors, taking due account of the rail freight
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corridors6. These corridors will provide the framework instrument for the coordinatedimplementation of the core network. In terms of scope, the core network corridors will inprinciple cover three transport modes and cross at least three Member States. If possible, theyshould establish a connection with a maritime port. In terms of activities, the core networkcorridors will provide a platform for capacity management, investments, building andcoordinating multi-modal transhipment facilities, and deploying interoperable trafficmanagement 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 isexplicitly mentioned as part of Initiative 34 concerning the core network of strategic Europeaninfrastructure7.In particular, these Guidelines follow the strategy set out in the White Paper: to remove majorbarriers and bottlenecks in key areas of transport infrastructure. The aim is to create a SingleEuropean Transport Area with better transport services and a fully integrated transportnetwork. This will link the different modes and bring about a profound shift in transportpatterns for passengers and freight. This shift is necessary to meet the aim of cuttinggreenhouse gas emissions from transport by 60% by 2050.Without the support of an adequate network and a smarter approach to using it, no majorchange in transport will be possible. Infrastructure planning and development are consideredessential in order to develop a sustainable transport system.The proposal will also contribute to the policy goals outlined in the Commission'scommunication "A Digital Agenda for Europe"8by supporting the implementation ofintelligent transport systems. It also is one of the measures of the Single Market Act proposedby the Commission in April 20119as the networks are the backbone of the internal marketand 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 forachieving one of the three key priorities of the Europe 2020 strategy for smart, sustainableand inclusive growth adopted by the Commission on 3 March 201010, namely sustainablegrowth, by addressing critical bottlenecks, in particular cross border sections and intermodalnodes (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.
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Regulation (EU) No 913/2010 of 22 September 2010 of the European Parliament and of the Councilconcerning a European rail network for competitive freight, OJ L 276, 20.10.2010, p. 22.See section 3.1: "Transport infrastructure: territorial cohesion and economic growth" of Annex 1 to theWhite Paper.COM(2010) 245 final/2.COM(2011) 206 final.COM(2010) 2020 final.
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2.2.1.
RESULTS OF CONSULTATIONS WITH INTERESTED PARTIES ANDIMPACT ASSESSMENTSConsultation of interested parties
The Commission carried out a wide and intensive public stakeholder consultation fromFebruary 2009 to June 2010.The Commission launched the consultation process with the adoption of a Green Paper. Itopened the debate on key challenges and objectives for TEN-T policy and possible ways tomeet 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 futureTEN-T development12. The Expert Groups' recommendations were included in a CommissionWorking Document presented for public consultation on 4 May 201013.These public consultations attracted more than 530 contributions in total. A large majority ofcontributors supported the option of a new dual-layer approach to TEN-T planning, with acomprehensive network as the basic layer and a core network consisting of the strategicallymost important parts of the TEN-T.In October 2009 and in June 2010 ministerial and stakeholder conferences were held inNaples and Zaragoza respectively.In February 2011, the Commission presented to the Council and European Parliament a StaffWorking Document14that further developed the methodology and the planning andimplementation scenarios.2.2.Collection and use of expertise
In addition to the public stakeholders consultation, the Commission has been in continuouscontact with Member States through the committee for monitoring the Guidelines andexchanging information, set up by Decision No 1692/96/EC. Through this committee, whichhas been meeting on a monthly basis since 2010, the Member States were informed about theprogress and content of the revision process.Furthermore, the Commission services organised several rounds of bi-lateral and multi-lateralmeetings with Member States, to discuss in detail the development of the comprehensivenetwork and to present the main features of the core network.
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"TEN-T: A policy review. Towards a better integrated trans-European transport network at the serviceof the Common Transport Policy", COM (2009) 44 final.The fields covered by the expert groups are: the structure of a comprehensive and core network and themethodology for TEN-T planning, integration of transport policy into TEN-T planning, intelligenttransport systems and new technologies within the framework of the TEN-T, TEN-T and connectionsoutside the EU, TEN-T financing, TEN-T legal and non-financial aspects.Consultation on the future trans-European transport network policy", COM(2010) 212 final."The New Trans-European Transport Network Policy. Planning and implementation issues",SEC(2011) 101.
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Contacts with individual interested parties have been established through separate meetings,at conferences and through the EU Coordinators at meetings of their respective PriorityProjects.2.3.Impact Assessment
The Impact Assessment identifies four specific objectives for adressing the problem of afragmented 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 theTEN-T, addressing aspects of network fragmentation linked to missing links,multimodality, and adequate connections to neighbouring and third countries, as wellas to ensure adequate geographical coverage.
With a view to designing a sound governance structure to secure implementation of anoptimal network configuration, the other three specific objectives are to:–Foster the implementation of Europeanstandardsfor management systems and pushfor the development of harmonised operational rules for TEN-T projects of commoninterest. This objective does not aim to impose new specific standards and rules, butrather to ensure the effective adoption and implementation of common Europeanstandards already developed.Enhance Member States cooperation in order to coordinate investments, timing, thechoice of routes, and environmental and cost-benefit assessments for projects ofcommon interest.Ensure that the optimal network configuration is a key element in the allocation ofEU funding allowing for a focus on cross-border sections, missing links andbottlenecks.
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Two policy options were the result:–Option 1, combining a planning approach largely based on the current policy, thoughwith certain amendments in the light of the experience gained, with a reinforcedcoordination approach to implementation;Option 2, combining a stronger approach to planning coordination, throughidentification of an optimised configuration for the strategic "core" of the TEN-T,with the same reinforced coordination approach to implementation.
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Each option would bring significant improvements when compared to the baseline policyapproach, both in terms of effectiveness in implementation and in terms of economic, socialand environmental impacts. Option 2, due to the stronger coordination at both planning andimplementation levels, would have an overall higher positive impact.
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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 agreedmethodology. It has been designed in accordance with the following two-step methodology.15The first step was the identification of main nodes:–Urban main nodes, comprising all Member States' capitals, all "MEGA" citiesaccording to ESPON and all other large urban areas or conurbations, including theirentire 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 corenetwork;Outside these urban main nodes, ports which exceed a certain volume threshold orfulfil certain geographical criteria; in total, 82 ports are listed in annex to theGuidelines;The most relevant border crossing points: one per mode between each Member Stateand each neighbouring country; in total 46 border crossing points are listed in annexto the Guidelines.
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The second step consisted in connecting these main nodes by multimodal links (road, rail,inland waterway), according to availability or feasibility, taking into account effectivenessand efficiency and preferably using existing infrastructure.3.3.1.LEGAL ELEMENTS OF THE PROPOSALSummary of the measures proposed
The proposed Regulation will repeal and replace Decision 661/2010/EU of the EuropeanParliament and of the Council of 7 July 2010 on Union guidelines for the development of thetrans-European transport network.The proposal contains the following main elements:–––TEN-T will be developed gradually through the implementation of a dual layerapproach, 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. Theseprojects contribute to the development and establishment of TEN-T through thecreation, maintenance, rehabilitation and upgrading of infrastructure, through
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The detailed methodology has been published in the Commission Staff Working Document "The NewTrans-European Transport Network Policy – Planning and Implementation Issues" in January 2011. Ithas 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.
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measures to promote the resource-efficient use of infrastructure and by enablingsustainable and efficient freight transport services.––With a view to cooperation with third and neighbouring countries16the EuropeanUnion 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 willconnect transport modes in order to allow multi-modal transport;Urban nodes form key elements in the comprehensive network as connecting pointsbetween the different transport infrastructures;The guidelines lay down specific requirements for the core network, in addition tothe requirements for the comprehensive network, for example availability ofalternative fuels. The Commission will monitor and evaluate the progress made inimplementing the core network.Core network corridors are an instrument for implementing the core network. Theyare to be based on modal integration and interoperability and lead to coordinateddevelopment and management.European Coordinators will facilitate the coordinated implementation of thecorridors, in cooperation with corridor platforms to be established by Member Statesconcerned.Each corridor platform will establish a multi-annual development plan, includinginvestment and implementation plans, as a management structure. Based on thisinformation the Commission will adopt implementing acts (decisions) for eachcorridor.The proposal calls for regular revision of the annexes by means of delegated acts inorder to update the maps of the comprehensive network. It also envisages a review ofthe core network by 2023.
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In Annex III the regional transport networks of these countries are provided to the extent that they havealready been defined. For neighbourhood countries under the Eastern Partnership, the regional networkwill be defined following the work of the Transport Panel under the Eastern Partnership, building onwork carried out in the framework of TRACECA. For the neighbourhood countries in the South, theregional network will be defined on the basis of the work undertaken in the framework of the Euro-Mediterranean Transport Forum.
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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 transportflows within the single European market and economic, social and territorial cohesion withinEurope requires action to be taken at European Union level, as such action could not be takenindividually 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 actionin the field of the trans-European transport network, as defined in Article 170 of the Treaty onthe Functioning of the European Union.The action envisaged by this proposal is specifically limited to the European dimension oftransport infrastructure networks.3.5.Choice of instrument
The current TEN-T Guidelines were proposed and adopted as a Decision of the EuropeanParliament 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 transportinfrastructure development and management, developments suggest that this situation hasbeen progressively changing. Regional and local authorities, infrastructure managers,transport operators and other public and private entities have also become key actors in thedevelopment of infrastructure.With more actors besides the Member States becoming involved in the planning, developmentand operation of TEN-T, it is important to ensure that the Guidelines are binding for all. TheCommission 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 istherefore difficult to anticipate all categories of actors that could become involved in TEN-Timplementation projects in that period.3.6.European Economic Area
The proposed act concerns an EEA matter and should therefore extend to the EuropeanEconomic Area.4.BUDGETARY IMPLICATIONS
The proposal will not entail any additional cost for the EU budget.
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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 ''ConnectingEurope Facility", which will finance EU priority infrastructure in transport, energy and digitalbroadband. The facility will support infrastructures with a European and Single Marketdimension, targeting EU support on priority networks that must be implemented by 2020 andwhere European action is most warranted. The facility will have a single fund of € 50 billionfor 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 MemberStates eligible under the Cohesion Fund. The Communciation also suggests that infrastructureprojects of EU interest that pass through neighbourhood and pre-accession countries should inthe future be coordinated and reinforced through the new Connecting Europe Facility.18Together with the Connecting Europe Facility, the present guidelines will establish thepriorities for European funding of transport infrastructure.6.SIMPLIFICATION
The proposal contributes to the simplification of existing rules. Through the new corridorapproach and the establishment of corridor platforms, the project preparation can bestreamlined.
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COM(2011) 500 final.Such coordination could involve among others funding from the Neighbourhood Investment Facility(NIF) or the Instrument for Pre-Accession Assistance (IPA)
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2011/0294 (COD)Proposal for aREGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCILon 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 particularArticle 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 July1996 on Community guidelines for the development of the trans-European transportnetwork21was recast in the interest of clarity by Decision No 661/2010/EU of theEuropean Parliament and of the Council of 7 July 2010 on Union guidelines for thedevelopment of the trans-European transport network22.The planning, development and operation of trans-European transport networkscontribute to the attainment of major Union objectives, such as the smooth functioningof the internal market and the strengthening of economic and social cohesion and alsohave the specific objectives of allowing the seamless and sustainable mobility ofpersons and goods and ensuring accessibility for all regions of the Union.These specific objectives should be achieved by establishing interconnections andinteroperability between national transport networks in a resource-efficient way.
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OJ C , , p. .OJ C , , p. .OJ L 228, 9.9.1996, p.1.OJ L 204, 5.8.2010. p. 1.
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Growth in traffic has resulted in increased congestion on international transportcorridors. In order to ensure the international mobility of goods and passengers, thecapacity of the trans-European transport network and the use of this capacity should beoptimised and, if necessary, expanded by removing infrastructure bottlenecks andbridging missing infrastructure links within and between Member States.As stated in the White Paper on Transport "Roadmap to a Single European TransportArea – Towards a competitive and resource efficient transport system"23, theefficiency and effectiveness of transport can be significantly enhanced by ensuring abetter modal integration across the network, in terms of infrastructure, informationflows and procedures.The White Paper calls for the deployment of transport-related information andcommunication technology to ensure improved and integrated traffic management andto simplify administrative procedures through improved freight logistics, cargotracking and tracing, and optimised schedules and traffic flows. As such measurespromote the efficient management and use of transport infrastructure they should fallwithin the scope of this Regulation.The trans-European transport network policy has to take into account the evolution ofthe transport policy and infrastructure ownership. In the past, Member States were theprincipal entity in charge of creating and maintaining transport infrastructure.However, other entities, including private, have also become relevant for therealisation of a multimodal trans-European transport network, including for exampleinfrastructure managers, concessionaires or port and airports authorities.The trans-European transport network consists to a large extent of existinginfrastructure. This existing infrastructure is managed by different public and privateentities. In order to achieve fully the objectives of the new trans-European transportnetwork policy, uniform requirements regarding the infrastructure have to beestablished in a Regulation in order to be complied with by any entity responsible forthe infrastructure of the trans-European transport network.The trans-European transport network should best be developed through a dual layerapproach, consisting of a comprehensive network and a core network, these two layersbeing the highest level of infrastructure planning within the Union.The comprehensive network should be a European-wide transport network ensuringthe accessibility of all regions in the Union, including the remote and outermostregions, as also pursued by the Integrated Maritime Policy24, and strengtheningcohesion between them. The guidelines should set the requirements for theinfrastructure of the comprehensive network, in order to achieve a high-qualitynetwork throughout the Union by 2050.The core network should be identified and implemented as a priority within theframework provided by the comprehensive network by 2030. It should constitute thebackbone of the development of a multi-modal transport network and stimulate thedevelopment of the entire comprehensive network. It should enable Union action toCOM(2011) 144 final.COM(2007) 575 final.
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concentrate on those components of the trans-European transport network with thehighest 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 andtimely manner, allowing thereby maximising the network benefits, Member Statesconcerned should ensure that the projects of common interest are finalised by 2030and 2050 respectively.It is necessary to identify projects of common interest which will contribute to theachievement of the trans-European transport network and which correspond to thepriorities established in the guidelines.Projects of common interest should demonstrate a clear European added value. Cross-border projects typically have high European added value, but may have lower directeconomic effects compared to purely national projects. Therefore, they are likely notto be implemented without Union intervention.As the development and implementation of the trans-European transport network isnot solely carried out by Member States, all promoters of projects of common interestsuch as local and regional authorities, infrastructure managers or other private orpublic entities should be subject to the rights and obligations of this Regulation, aswell other relevant Union and national rules and procedures, when carrying out suchprojects.Cooperation with neighbouring and third countries is necessary to ensure connectionand interoperability between the respective infrastructure networks. Therefore theUnion should where appropriate promote projects of mutual interest with thosecountries.In order to achieve modal integration across the network, adequate planning of thetrans-European transport network is required. This also implies the implementation ofspecific requirements throughout the network in terms of infrastructure, intelligenttransport systems, equipment, and services. It is therefore necessary to ensure adequateand concerted deployment of such requirements across Europe for each transport modeand 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-rangetrans-European transport operations.In order to determine existing and planned transport infrastructures for thecomprehensive and the core network, maps should be provided and adapted over timeto take into account the evolution of traffic flows. The technical basis of the maps isprovided by the Commission's TENtec system which contains a higher level of detailconcerning the trans-European transport infrastructure.The guidelines should set priorities in order to achieve the objectives within the giventime horizon.Intelligent transport systems are necessary to provide the basis for optimising of trafficand transport operations and improving related services.
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The guidelines should provide for the development of the comprehensive network inurban 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 arepoints of transfer within or between different transport modes.The trans-European transport network, thanks to its large scale, should provide thebasis for the large-scale deployment of new technologies and innovation, which, forexample, can help enhance the overall efficiency of the European transport sector andcurb its carbon footprint. This will contribute towards the Europe 2020 strategy andthe 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 increasingfuel security for the Union.The trans-European transport network has to ensure efficient multi-modality in orderto allow better modal choices to be made and large volumes to be consolidated fortransfers over long distances. This will make multi-modality economically moreattractive for shippers.In order to achieve a high-quality and efficient transport infrastructure across allmodes the guidelines should contain provisions regarding the security and safety ofpassengers and freight movements, the impact of climate change and of potentialnatural and man-made disasters on infrastructure and accessibility for all transportusers.The core network should be a subset of the comprehensive network overlaying it. Itshould 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 andinformation management systems.In order to implement the core network within the given time horizon, a corridorapproach could be used as an instrument to coordinate on a transnational basisdifferent projects and synchronise the development of the corridor, therebymaximising network benefits.Core network corridors should also address wider transport policy objectives andfacilitate modal integration and multi-modal operations. This should allow speciallydeveloped corridors that are optimised in terms of energy use and emissions, thusminimising environmental impacts, and are also attractive for their reliability, limitedcongestion and low operating and administrative costs. An initial list of corridorsshould 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.Designing the right governance structure and identifying the sources of financing forcomplex cross-border projects would be eased by creating corridor platforms for suchcore network corridors. European Coordinators should facilitate the coordinatedimplementation of the core network corridors.In developing core network corridors due account should be given to the rail freightcorridors set up in accordance with Regulation (EU) No 913/2010 of 22 September2010 of the European Parliament and of the Council concerning a European rail
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network for competitive freight25as well as to the European Deployment Plan forERTMS provided for in Commission Decision 2009/561/EC of 22 July 2009amending Decision 2006/679/EC as regards the implementation of the technicalspecification for interoperability relating to the control-command and signallingsubsystem of the trans-European conventional rail system26.(30)In order to maximise consistency between the guidelines and the programming of therelevant financial instruments available at Union level, trans-European transportnetwork funding should be based on this Regulation and draw on the ConnectingEurope Facility27. Correspondingly, it should aim at aligning and combining fundingfrom relevant internal and external instruments such as structural and cohesion funds,the Neighbourhood Investment Facility (NIF), the Instrument for Pre-AccessionAssistance (IPA)28, and from financing from the European Investment Bank, theEuropean Bank for Reconstruction and Development and other financial institutions.In particular, when developing the trans-European transport network, Member Statesshould take into account to the ex ante conditionalities applicable to transport asprovided for in Annex IV to Regulation (EU) No XXX2012 [Regulation laying downcommon provisions on the European Regional Development Fund, the EuropeanSocial Fund, the Cohesion Fund, the European Agricultural Fund for RuralDevelopment and the European Maritime and Fisheries Fund covered by the CommonStrategic Framework and laying down general provisions on the European RegionalDevelopment Fund, the European Social Fund and the Cohesion Fund and repealingRegulation (EC) No 1083/2006].29In order to update the Annexes and in particular the maps to take into account possiblechanges resulting from the actual usage of certain elements of transport infrastructureanalysed against pre-established quantitative thresholds, the power to adopt acts inaccordance with Article 290 of the Treaty on the Functioning of the European Unionshould be delegated to the Commission in respect of amendments to the Annexes. It isof particular importance for the Commission to carry out appropriate consultationsduring its preparatory work, including at expert level. The Commission, whenpreparing and drawing-up delegated acts, should ensure a simultaneous, timely andappropriate transmission of relevant documents to the European Parliament and to theCouncil.In order to ensure uniform conditions for the implementation of this Regulation,implementing powers should be conferred on the Commission. Those powers shouldbe exercised in accordance with Regulation (EU) No 182/2011 of the EuropeanParliament and of the Council of 16 February 2011 laying down the rules and generalprinciples concerning mechanisms for control by Member States of the Commission’sexercise of implementing powers30.
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OJ L 276, 20.10.2010, p. 22.OJ L 194, 25.7.2009, p. 60.Regulation (EU) No XXX/2012 of … [Connecting Europe Facility]Council Regulation (EC) No 1085/2006 of 17 July 2006 establishing an Instrument for Pre-AccessionAssistance (IPA), OJ L 210, 31.7.2006, p. 82.COM(2011) 615 final.OJ L 55, 28.2.2011, p. 13.
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Since the objectives of the action to be taken, and in particular the coordinatedestablishment and development of the trans-European transport network, cannot besufficiently achieved by the Member States and can therefore, by reason of the needfor coordination of these objectives, be better achieved at Union level, the Union mayadopt measures in accordance with the principle of subsidiarity as set out in Article 5of 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 inorder to achieve those objectives,
HAVE ADOPTED THIS REGULATION:CHAPTER IGENERAL PRINCIPLES
Article 1Subject matter1.This Regulation establishes the Union guidelines (hereinafter "the guidelines") forthe development of a trans-European transport network which determine theinfrastructure of the trans-European transport network within which projects ofcommon interest and projects of mutual interest are identified.The guidelines specify the requirements to be respected by the entities responsiblefor management of the infrastructure of the trans-European transport network.The guidelines set out the priorities for the development of the trans-Europeannetwork.The guidelines provide for measures for the implementation of the trans-Europeannetwork.Article 2Scope1.The guidelines shall apply to the trans-European transport network which comprises:––2.existing and planned transport infrastructure referred to in paragraph 2, andmeasures promoting the efficient management and use of such infrastructure.
2.3.4.
Transport infrastructure of the trans-European transport network consists of:(a)(b)railway transport infrastructure as determined in Section 1 of Chapter II;inland waterway infrastructure as determined in Section 2 of Chapter II;
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(c)(d)(e)(f)(g)
road transport infrastructure as determined in Section 3 of Chapter II;maritime transport infrastructure as determined in Section 4 of Chapter II;air transport infrastructure as determined in Section 5 of Chapter II;infrastructure for multimodal transport as determined in Section 6 of ChapterII;the equipment and intelligent transport systems associated with the transportinfrastructure referred to in points (a) to (f).Article 3Definitions
For the purpose of this Regulation, the following definitions shall apply:(a)'project of common interest' means any piece of planned transportinfrastructure, of existing transport infrastructure or any modification ofexisting transport infrastructure that complies with the provisions of Chapter IIand any measures providing the efficient management and use of suchinfrastructure;'project of mutual interest' means a project involving both the Union and one ormore third countries which aims to connect the trans-European transportnetwork with the transport infrastructure networks of those countries tofacilitate major transport flows;'third country' means any neighbouring country and all other countries withwhich the Union may cooperate to achieve the objectives pursued by thisRegulation;'neighbouring country' means the country coming under the EuropeanNeighbourhood Policy including the Strategic Partnership31, the EnlargementPolicy, the European Economic Area or the European Free Trade Association;'European added value' means, in relation to a project, the value resulting fromUnion intervention which is additional to the value that would otherwise havebeen created by Member State action alone;'infrastructure manager' means any body or undertaking that is responsible inparticular for establishing and maintaining transport infrastructure. This mayalso include the management of infrastructure control and safety systems;'intelligent transport systems (ITS)' mean systems using information,communication, navigation and positioning/localization technologies in orderto manage mobility and traffic on the trans-European transport network and toprovide value added services to citizens and operators, including for safe,
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secure, environmentally sound and capacity efficient use of the network. Theymay also include onboard devices, provided they form an indivisible systemwith 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 2004on the interoperability of the European Air Traffic Management network (theinteroperability Regulation)32and in the European Air Traffic Management(ATM) Master Plan as defined in Council Regulation (EC) No 219/2007 of 27February 2007 on the establishment of a Joint Undertaking to develop the newgeneration European air traffic management system (SESAR)33;'Vessel Traffic Monitoring and Information Systems' (VTMIS) means systemsdeployed to monitor and manage traffic and maritime transport, usinginformation from Automatic Identification Systems of Ships (AIS), Long-Range Identification and Tracking of Ships (LRIT), coastal radar systems andradio communications as provided in Directive 2002/59/EC of the EuropeanParliament and of the Council of 27 June 2002 establishing a Communityvessel traffic monitoring and information system and repealing CouncilDirective 93/75/EEC34;'River Information Services (RIS)' means information and communicationtechnologies on inland waterways as defined in Directive 2005/44/EC of theParliament and of the Council of 7 September 2005 on harmonised riverinformation services (RIS) on inland waterways in the Community35;'e Maritime services' means services using advanced and interoperableinformation technologies in the maritime transport sector to facilitate thethroughput of cargo at sea and in port areas;'European Rail Traffic Management System (ERTMS)' means the systemdefined in Commission Decision 2006/679/EC of 28 March 200636andCommission Decision 2006/860 of 7 November 200637concerning thetechnical specification for interoperability relating to the control-command andsignalling subsystems of the trans-European conventional and high-speed railsystems;
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(m) 'transport mode' means railway, inland waterways, road, maritime or airtransport;(n)'multimodal transport' means the carriage of freight or passengers, or both,using two or more modes of transport;
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OJ L 96, 31.3.2004, p. 26.OJ L 64, 2.3.2007, p. 1.OJ L 208, 5.8.2002, p. 10.OJ L 255, 30.9.2005, p. 152.OJ L 284, 16.10.2006, p. 1.OJ L 342, 7.12.2006, p. 1.
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'urban node' means an urban area where the transport infrastructure of thetrans-European transport network is connected with other parts of thatinfrastructure and with the infrastructure for regional and local traffic;'logistic platform' means an area that is directly linked to the transportinfrastructure of the trans-European transport network including at least onefreight terminal, and enables logistics activities to be carried out;'freight terminal' means a structure equipped for transhipment between at leasttwo transport modes and for temporary storage of freight such as ports, inlandports, airports and rail-road terminals;'NUTS region' means a region which as defined in the Nomenclature ofTerritorial Units for Statistics.Article 4Objectives of the trans-European transport network
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The trans-European transport network shall enable transport services and operationswhich:(a)meet the mobility and transport needs of its users within the Union and in therelations with third countries, thereby contributing to further economic growthand competitiveness;are economically efficient, contribute to the objectives of low-carbon and cleantransport, fuel security and environmental protection, are safe and secure andhave high quality standards, both for passenger and freight transport;promote the most advanced technological and operational concepts;provide appropriate accessibility of all regions of the Union, thereby promotingsocial, economic and territorial cohesion and supporting inclusive growth.
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In developing the infrastructure of the trans-European transport network, thefollowing objectives shall be pursued:(a)(b)the interconnection and interoperability of national transport networks;the removal of bottlenecks and the bridging of missing links, both within thetransport infrastructures and at connecting points between these, withinMember States' territories and at border crossing points between them;the development of all transport modes in a manner consistent with ensuringsustainable and economically efficient transport in the long term;optimal integration and interconnection of all transport modes;the efficient use of infrastructure;promotion of a broad use of transport with the most carbon neutral effect;
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transport infrastructure connections between the trans-European transportnetwork and transport infrastructure networks of neighbouring countries, andthe promotion of their interoperability;the establishment of infrastructure requirements, notably in the field ofinteroperability, safety and security, which will benchmark quality, efficiencyand sustainability of transport services;for both passenger and freight traffic, seamless connections between transportinfrastructure for long-distance traffic on the one hand, and regional and localtraffic on the other;a transport infrastructure that reflects the specific situations in different parts ofthe Union and provides for a balanced coverage of European regions, includingoutermost regions and other peripheral ones;accessibility for elderly people, persons of reduced mobility and for disabledpassengers.Article 5Resource efficient network
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Member States and, as appropriate, regional and local authorities, infrastructure managers,transport operators and other public and private entities shall plan, develop and operate thetrans-European transport network in a resource efficient way, through:(a)(b)(c)(d)(e)(f)(g)an optimisation of infrastructure integration and interconnection;the broad deployment of new technologies and ITS;improvement and maintenance of existing transport infrastructure;the taking into account of possible synergies with other networks, in particulartrans-European energy or telecommunication networks;the assessment of strategic environmental impact, with the establishment ofappropriate plans and programmes and of impacts on climate mitigation;measures to plan and expand infrastructure capacity where necessary;adequate consideration of the vulnerability of transport infrastructure withregard to a changing climate as well as natural and man-made disasters.Article 6Dual layer trans-European transport network structure1.The gradual development of the trans-European transport network shall in particularbe achieved by implementing a dual-layer structure for this network, comprising acomprehensive network and a core network.
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The comprehensive network shall be made up of all existing and planned transportinfrastructures of the trans-European transport network as well as measurespromoting the efficient use of such infrastructure. It shall be developed in accordancewith Chapter II.The core network shall consist of those parts of the comprehensive network whichare of the highest strategic importance for achieving the objectives for thedevelopment of the trans-European transport network. It shall be identified anddeveloped in accordance with Chapter III.Article 7Projects of common interest
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Projects of common interest shall contribute to the development of the trans-European transport network through the creation of new transport infrastructure, themaintenance, rehabilitation and upgrading of existing transport infrastructure andthrough measures promoting its resource-efficient use.A project of common interest shall:(a)(b)(c)(d)contribute to the objectives set out in Article 4;comply with Chapter II and, if it concerns the core network, comply in additionwith Chapter III;have been subject to a socio-economic cost benefit analysis resulting in apositive net present value;demonstrate clear European added value.
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A project of common interest may encompass its entire cycle, including feasibilitystudies and permission procedures, implementation and evaluation.Member States and other project promoters shall take all necessary measures toensure that the projects are carried out in compliance with relevant Union andnational rules and procedures, in particular with Union legislation on theenvironment, climate protection, safety, security, competition, state aid, publicprocurement and public health.Projects of common interest are eligible for Union financial aid under theinstruments available for the trans-European transport network, in particular theConnecting Europe Facility established by Regulation (EU) No XXX/2012.Article 8Cooperation with third countries
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The Union may support projects of common interest in order to connect the trans-European transport network with infrastructure networks of third countries coveredby the European Neighbourhood Policy, the Enlargement Policy, the EuropeanEconomic Area and the European Free Trade Association and which seek to:
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(a)(b)(c)(d)
connect the core network at border crossing points;ensure the connection between the core network and the transport networks ofthe third countries;complete the transport infrastructure in third countries which serve as linksbetween parts of the core network in the Union;implement traffic management systems in those countries.
Such projects of common interest shall enhance the capacity or utility of networkslocated 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)(b)(c)(d)3.4.5.promote the interoperability between the trans-European transport network andnetworks of neighbouring countries;promote the extension of the trans-European transport network policy into thirdcountries;facilitate air transport with third countries, in particular by extending the SingleEuropean Sky and air traffic management cooperation;facilitate maritime transport and promote motorways of the sea with thirdcountries.
Projects of mutual interest coming under point (a) of paragraph 2 shall comply withthe relevant provisions of Chapter II.Annex III includes indicative maps of the trans-European transport network extendedto specific neighbouring countries.The Union may use existing or set up and use new coordination and financialinstruments with neighbouring countries, such as the Neighbourhood InvestmentFacility (NIF) or the Instrument for Pre-Accession Assistance (IPA), for thepromotion of projects of mutual interest.The Union may cooperate with international and regional organisations and bodies toachieve any objective pursued by this Article.
6.
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CHAPTER IITHE COMPREHENSIVE NETWORK
Article 9General provisions1.2.The comprehensive network shall constitute the basis for the identification ofprojects of common interest.The comprehensive network shall:(a)(b)(c)(d)3.be as specified in the maps in Annex I to this Regulation;be specified through the description of the infrastructure components;comply with the requirements for the transport infrastructures set out in thisChapter;set the framework for priority infrastructure development as referred to inArticles 10 to 35.
The Member States shall ensure that the comprehensive network is completed andfully complies with the relevant provisions of this Chapter by 31 December 2050 atthe latest.Article 10Priorities
The Union, Member States, infrastructure managers and other project promoters, whendeveloping the comprehensive network, shall give particular consideration to measures thatare necessary for:(a)implementing and deploying intelligent transport systems, including measureswhich enable traffic management, multimodal scheduling and informationservices, multimodal tracking and tracing, capacity planning and onlinereservation and integrated ticketing services;bridging missing links and removing bottlenecks, notably in cross-bordersections;removing administrative and technical barriers, in particular to theinteroperability of the network and to competition;ensuring optimal integration of the transport modes;ensuring appropriate accessibility for all regions of the Union;
(b)(c)(d)(e)
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(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;promoting state-of-the-art technological development;ensuring fuel security by allowing the use of alternative and in particular lowor zero carbon energy sources and propulsion systems;bypassing urban areas for rail freight transport.
(g)(h)(i)
SECTION1RAILWAY TRANSPORT INFRASTRUCTURE
Article 11MapsRailway lines which form part of the comprehensive network are indicated on the maps inAnnex I.Article 12Infrastructure components1.Railway transport infrastructure comprises in particular:(a)high-speed and conventional railway lines, including:(i)(ii)sidings;tunnels;
(iii) bridges;(b)(c)(d)(e)2.freight terminals and logistic platforms for the transhipment of goods withinthe rail mode and between rail and other transport modes;stations along the lines indicated in Annex I for the transfer of passengerswithin the rail mode and between rail and other transport modes;associated equipment;ITS.
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 greaterthan 250 km/h;
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(ii)(b)3.
specially upgraded conventional lines equipped for speeds in the order of200 km/h;
Railway lines for conventional transport.
The technical equipment associated with railway lines shall include electrificationsystems, equipment for the boarding and alighting of passengers and the loading andunloading of cargo in stations, logistic platforms and freight terminals. It shallinclude any facility necessary to ensure the safe, secure and efficient operation ofvehicles.Article 13Transport infrastructure requirements
1.
Operators of freight terminals shall ensure that any freight terminal is open to alloperators.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 toinformation, ticketing and commercial activities for railway traffic throughout thecomprehensive network and where appropriate information on connection with localand regional transport, in accordance with Commission Regulation (EU) No454/2011 of 5 May 2011 on the technical specification for interoperability relating tothe subsystem ‘telematics applications for passenger services’ of the trans-Europeanrail system38.Within the sphere of their responsibility, Member States and infrastructure managersshall ensure that:(a)(b)railway lines are equipped with ERTMS;railway infrastructure complies with Directive 2008/57/EC of the EuropeanParliament and of the Council of 17 June 2008 on the interoperability of therail system within the Community39and its implementing measures in order toachieve the interoperability of the comprehensive network;railway infrastructure complies with the requirements of the technicalspecification for Interoperability (TSI) adopted pursuant to Article 6 ofDirective 2008/57/EC for new and upgraded lines, except in duly justifiedcases, where allowed by the relevant TSI or under the procedure provided forin Article 9 of Directive 2008/57/EC. In any case, the railway infrastructureshall comply with the following requirements:
3.
(c)
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OJ L 123, 12.5.2011, p. 11.OJ L 191, 18.7.2008, p. 1.
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(1)(2)(3)(4)
nominal track gauge for new railway lines: 1 435 mm40;electrification;lines which are used by conventional freight trains41: 22,5 t axle load, and750 m train length;maximum gradients for new lines which are to be used by conventionalfreight trains: 12,5 mm/m.42Article 14Framework for priority infrastructure development
Member States and other project promoters, when promoting projects of common interest andin addition to the priorities set out in Article 10, shall give particular consideration to:(a)(b)(c)deploying ERTMS;mitigating the impact of noise caused by rail transport;achieving standards higher than those set out as minimum requirements in thetechnical specifications, as described in Article 13.
SECTION2INLAND WATERWAYS TRANSPORT INFRASTRUCTURE
Article 15MapsInland waterways and inland ports which form part of the comprehensive network areindicated on the maps in Annex I.Article 16Infrastructure components1.Inland waterways infrastructure comprises in particular:(a)rivers;
40
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European standard nominal track gauge as referred to in technical specification for interoperability oninfrastructure, section 4.2.5.1. for the conventional lines (hereafter: CR TSI) of Commission Decision2011/275/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 of20 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.See requirements of line category V-F specified in section 4.2.2. of the CR TSI.Requirements for line categories IV-F, IV-M, VI-F and VI-M as specified in section 4.2.4.3. of the CRTSI.
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(b)(c)(d)(e)(f)(g)2.
canals;lakes;related infrastructure such as locks, elevators, bridges, reservoirs;inland ports including the infrastructure necessary for transport operationswithin the port area;associated equipment;ITS.
Inland ports shall have an annual freight transhipment volume exceeding 500 000tonnes. The total annual freight transhipment volume is based on the latest availablethree-year average, as published by Eurostat.Port-associated equipment shall enable in particular propulsion and operatingsystems which reduce pollution, energy consumption and carbon intensity. Itincludes waste reception facilities.Article 17Transport infrastructure requirements
3.
1.
Within the sphere of their responsibility, Member States, port operators andinfrastructure managers shall ensure that inland ports are connected with the road orrail infrastructure of the comprehensive network.Port operators shall ensure that any inland port offers at least one freight terminalopen to all operators in a non-discriminatory way and apply transparent charges.Within the sphere of their responsibility, Member States and infrastructure managersshall ensure that:(a)rivers, canals and lakes comply with the minimum requirements for class IVwaterways as laid down in the European Agreement on Main InlandWaterways of International Importance (AGN) on the new classification ofinland waterways43and ensure continuous bridge clearance.rivers, canals and lakes are equipped with RIS.Article 18Framework for priority infrastructure development
2.3.
(b)
Member States and other project promoters, when promoting projects of common interest andin 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.
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(a)(b)(c)(d)
for existing inland waterways: implementing measures necessary to reach thestandards of the inland waterways class IV;where appropriate, achieving higher standards than inland waterways class IV,to meet market demands;implementing ITS, including RIS;connecting inland port infrastructure to railway transport infrastructure.
SECTION3ROAD TRANSPORT INFRASTRUCTURE
Article 19MapsRoads which form part of the comprehensive network are indicated on the maps in Annex I.Article 20Infrastructure components1.Road transport infrastructure comprises in particular:(a)high quality roads, including(i)(ii)bridges;tunnels;
(iii) junctions;(iv) crossings;(v)(b)(c)(d)(e)(f)2.interchanges;
parking areas;associated equipment;ITS;freight terminals and logistic platforms;bus stations.
The high quality roads referred to in point (a) of paragraph 1 are those which play animportant role in long-distance freight and passenger traffic, integrate the main urbanand economic centres, interconnect with other transport modes and link landlockedand peripheral NUTS 2 regions to central regions of the Union.
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3.
High-quality roads shall be specially designed and built for motor traffic, and shallbe either motorways or express roads.(a)A motorway is a road specially designed and built for motor traffic, which doesnot serve properties bordering on it, and which :(i)is provided, except at special points or temporarily, with separatecarriageways for the two directions of traffic, separated from each otherby a dividing strip not intended for traffic, or, exceptionally, by othermeans;does not cross at level with any road, railway or tramway track, orfootpath; and
(ii)
(iii) is especially sign-posted as a motorway.(b)An express road is a road reserved for motor traffic accessible frominterchanges or controlled junctions only and which:(i)(ii)4.prohibits stopping and parking on the running carriageway; anddoes not cross at level with any railway or tramway track, or footpath.
Equipment associated with roads shall include in particular equipment for trafficmanagement, information and route guidance, for the levying of user charges, forsafety, for reducing negative environmental effects, for refuelling or recharging ofvehicles with alternative drives, and for secure parking areas for commercialvehicles.Article 21Transport infrastructure requirements
Within the sphere of their responsibility, Member States and infrastructure managers shallensure that:(a)(b)Roads correspond to the provisions of Article 20(3).The safety of road transport infrastructure is assured, monitored and, whennecessary, improved according to the procedure provided for by Directive2008/96/EC of the European Parliament and of the Council of 19 November 2008 onroad infrastructure safety management44.Road tunnels with length of over 500 m comply with Directive 2004/54/EC of theEuropean Parliament and of the Council of 29 April 2004 on minimum safetyrequirements for tunnels in the trans-European road network45.The interoperability of toll collection systems is ensured in accordance withDirective 2004/52/EC of the European Parliament and of the Council of 29 AprilOJ L 319, 29.11.2008, p. 59.OJ L 167, 30.4.2004, p. 39.
(c)
(d)
4445
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2004 on the interoperability of electronic road toll systems in the Community46andby Commission Decision 2009/750/EC of 6 October 2009 on the definition of theEuropean Electronic Toll Service and its technical elements47.(e)Intelligent transport systems of the road transport infrastructure complying withDirective 2010/40/EU of the European Parliament and of the Council of 7 July 2010on the framework for the deployment of Intelligent Transport Systems in the field ofroad transport and for interfaces with other modes of transport48are deployed.Article 22Framework for priority infrastructure developmentMember States and other project promoters, when promoting projects of common interest andin addition to the priorities set out in Article 10, shall give particular consideration to:(a)(b)(c)(d)use of ITS, in particular multi-modal information and traffic management andto enable integrated communication and payment systems;introduction of new technologies and innovation for promoting low carbontransport;provision of secure parking areas;promotion of road safety.
SECTION4MARITIME TRANSPORT INFRASTRUCTURE
Article 23MapsMaritime ports which form part of the comprehensive network are indicated on the maps inAnnex I.Article 24Infrastructure components1.Maritime transport infrastructure comprises in particular:(a)(b)maritime space;sea canals;
464748
OJ L 166, 30.4.2004, p. 124.OJ L 268, 13.10.2009, p. 11.OJ L 207, 6.8.2010, p. 1.
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(c)(d)(e)(f)(g)(h)2.
maritime ports, including the infrastructure necessary for transport operationswithin the port area;navigational aids;port approaches;motorways of the sea;associated equipment;ITS.
Maritime ports shall be entry and exit points for the land infrastructure of thecomprehensive network. They shall meet at least one of the following criteria:(a)The total annual passenger traffic volume exceeds 0,1 % of the total annualpassenger traffic volume of all maritime ports of the Union. The referenceamount for this total volume is the latest available three-year average, based onthe statistics published by Eurostat.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 allmaritime ports of the Union. The reference amount for this total volume is thelatest available three-year average, based on the statistics published byEurostat.The maritime port is located on an island and provides the sole point of accessto a NUTS 3 region in the comprehensive network.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 comprehensivenetwork.
(b)
(c)(d)
3.
Equipment associated with maritime transport infrastructure shall include inparticular equipment for ice breaking, hydrological surveys, and dredging andmaintenance of the port and port approaches.Article 25Motorways of the sea
1.
Motorways of the sea represent the maritime dimension of the trans-Europeantransport network. They shall consist of short-sea routes, ports, associated maritimeinfrastructure and equipment, and facilities enabling short-sea shipping or sea-riverservices between at least two ports, including hinterland connections, in at least twodifferent Member States. Motorways of the sea shall include:(a)maritime links between maritime ports of the comprehensive network;
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(b)
port facilities, information and communication technologies (ICT) such aselectronic logistics management systems, safety and security andadministrative and customs procedures in at least one Member State;infrastructure for direct land and sea access.
(c)2.
Projects of common interest for motorways of the sea in the trans-European transportnetwork shall be proposed by at least two Member States. They shall take one of thefollowing forms:(a)(b)(c)be the maritime component of a core network corridor as defined in Article 49,or constitute the maritime component between two core network corridors;constitute a maritime link and its hinterland connections within the corenetwork between two or more core network ports;constitute a maritime link and its hinterland connections between a corenetwork port and ports of the comprehensive network, with a special focus onthe hinterland connections of the core and comprehensive network ports.
3.
Projects of common interest for motorways of the sea in the trans-European transportnetwork may also include activities that have wider benefits and are not linked tospecific ports, such as activities for improving environmental performance, makingavailable facilities for ice-breaking, activities ensuring year-round navigability,dredging operations, alternative fuelling facilities, as well as the optimisation ofprocesses, procedures and the human element, ICT platforms and informationsystems, including traffic management and electronic reporting systems.Article 26Transport infrastructure requirements
1.
Within the sphere of their responsibility, Member States, port operators andinfrastructure 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 Cyprusfor as long as no railway system is established within their territory.Any maritime port offers at least one terminal open to all operators in a non-discriminatory way and apply transparent charges.Sea canals, port fairways and estuaries connect two seas, or provide accessfrom the sea to maritime ports and correspond at least to inland waterway classVI.
(b)(c)
2.
Port operators shall ensure that ports include equipment necessary to ensure theenvironmental performance of ships in ports, in particular reception facilities for shipgenerated waste and cargo residues in accordance with Directive 2000/59/EC of the
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European Parliament and of the Council of 27 November 2000 on port receptionfacilities for ship-generated waste and cargo residues49.3.Member States shall implement VTMIS as provided for in Directive 2002/59/EC.Article 27Framework for priority infrastructure developmentMember States and other project promoters, when promoting projects of common interest andin addition to the priorities set out in Article 10, shall give particular consideration to:(a)(b)(c)promoting motorways of the sea including short sea shipping;interconnection of maritime ports with inland waterways;implementation of VTMIS and e Maritime services.
SECTION5AIR TRANSPORT INFRASTRUCTURE
Article 28MapsAirports which form part of the comprehensive network are indicated on the maps in Annex I.Article 29Infrastructure components1.Air transport infrastructure comprises in particular:(a)(b)(c)(d)2.air space, routes and airways;airports;associated equipment;ITS.
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 annualpassenger volume of all airports of the Union. The total annual passengervolume is based on the latest available three-years average, as publishedby Eurostat;
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OJ L 332, 28.11.2000, p. 81.
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(ii)
the volume threshold of 0,1 % does not apply if the airport is situatedoutside a radius of 100 km from the nearest airport in the comprehensivenetwork, or outside a radius of 200 km if the region in which it is situatedis provided with a high-speed railway line.
(b)
For cargo airports the total annual cargo volume is at least 0,2 % of the totalannual cargo volume of all airports of the Union. The total annual cargovolume is based on the latest available three-year average, as published byEurostat.Article 30Transport infrastructure requirements
1.
Within the sphere of their responsibility, Member States and airport operators shallensure that any airport offers at least one terminal open to all operators in a non-discriminatory way and apply transparent charges.Within the sphere of their responsibility, Member States, airport operators and aircarriers shall ensure that common basic standards for safeguarding civil aviationagainst acts of unlawful interference, as adopted by the Union in accordance withRegulation (EC) No 300/2008 of the European Parliament and of the Council of 11March 2008 on common rules in the field of civil aviation security and repealingRegulation (EC) No 2320/200250, apply to the air transport infrastructure of thecomprehensive network.Within the sphere of their responsibility, Member States, airport operators and aircarriers shall ensure that infrastructure for air traffic management enables theimplementation of the Single European Sky, in accordance with Regulation (EC) No549/2004 of the European Parliament and of the Council of 10 March 2004 layingdown the framework for the creation of the single European sky (the frameworkRegulation)51, Regulation (EC) No 550/2004 of the European Parliament and of theCouncil of 10 March 2004 on the provision of air navigation services in the singleEuropean sky (the service provision Regulation)52, Regulation (EC) No 551/2004 ofthe European Parliament and of the Council of 10 March 2004 on the organisationand use of the airspace in the single European sky (the airspace Regulation)53andRegulation (EC) No 552/2004 of the European Parliament and of the Council of10 March 2004 on the interoperability of the European Air Traffic Managementnetwork (the interoperability Regulation)54in order to improve the performance andsustainability of the European aviation system, of implementing rules and of Unionspecifications.
2.
3.
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OJ L 97, 9.4.2008, p. 72.OJ L 96, 31.3.2004, p. 1.OJ L 96, 31.3.2004, p. 10.OJ L 96, 31.3.2004, p. 20.OJ L 96, 31.3.2004, p. 26.
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Article 31Framework for priority infrastructure developmentMember States and other project promoters, when promoting projects of common interest andin addition to the priorities set out in Article 10, shall give particular consideration to:(a)(b)(c)optimise existing infrastructure;increase airport capacity;support the implementation of the Single European Sky and of air trafficmanagement systems, in particular those deploying SESAR.
SECTION6INFRASTRUCTURE FOR MULTIMODAL TRANSPORT
Article 32MapsFreight terminals and logistic platforms which form part of the comprehensive network areindicated on the maps in Annex I.Article 33Infrastructure componentsFreight terminals or logistic platforms shall comply with at least one of the following criteria:(a)(b)its total transhipment of freight exceeds the quantitative threshold for maritimeports set in Article 24;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 platformdesignated by the Member State concerned, linked at least to roads andrailways for that NUTS 2 region.Article 34Transport infrastructure requirements1.Within the sphere of their responsibility, Member States, operators of freightterminals, 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 allowmultimodal transport of freight and passengers.Without prejudice to the applicable provisions laid down in Union and nationallaw, freight terminals and logistic platforms, inland and maritime ports as wellas airports handling cargo are equipped for the provision of information flows
(b)
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within this infrastructure and between the transport modes along the logisticchain. Such systems shall in particular enable real time information onavailable infrastructure capacity, traffic flows and positioning, tracking andtracing, and ensure safety and security throughout multi-modal journeys.(c)Without prejudice to the applicable provisions laid down in Union and nationallaw, continuous passenger traffic across the comprehensive network shall befacilitated through appropriate equipment and the availability of ITS in railwaystations, bus stations, airports and where relevant maritime and inlandwaterway ports.
2.
Freight terminal operators shall ensure that freight terminals are equipped withcranes, conveyors and other devices for moving freight between different transportmodes and for the positioning and storage of freight.Article 35Framework for priority infrastructure development
Member States and other project promoters, when promoting projects of common interest andin addition to the priorities set out in Article 10, shall give particular consideration to:(a)providing for effective interconnection and integration of the infrastructure ofthe comprehensive network, including through access infrastructure wherenecessary and through freight terminals and logistic platforms;removing the main technical and administrative barriers to multimodaltransport;developing a smooth flow of information between the transport modes andenabling the provision of multimodal and single-mode services across thetrans-European transport system, including the related communication,payment, ticketing and commercialisation services.
(b)(c)
SECTION7COMMON PROVISIONS
Article 36Urban nodesMember States and other project promoters, when developing the comprehensive network inurban nodes shall aim to ensure:(a)for passenger transport: interconnection between rail, air and, as appropriate,inland waterway, road and maritime infrastructure of the comprehensivenetwork;for freight transport: interconnection between rail and, as appropriate, inlandwaterway, air, maritime and road infrastructure of the comprehensive network;
(b)
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(c)(d)
adequate connection between different railway stations or airports of thecomprehensive network within an urban node;seamless connection between the infrastructure of the comprehensive networkand the infrastructure for regional and local traffic, including logisticconsolidation and distribution centres;bypassing of urban areas for road transport to facilitate long-distance trafficflows on the comprehensive network;bypassing of urban areas for rail freight transport;promotion of efficient low-noise and low-carbon urban freight delivery.Article 37ITS
(e)(f)(g)
1.
ITS shall enable traffic management and the exchange of information within andbetween transport modes for multi-modal transport operations and value addedtransport-related services, improving safety, security and environmentalperformance.ITS shall facilitate seamless connection between the infrastructure of thecomprehensive network and the infrastructure for regional and local transport.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 resultingfrom SESAR.Article 38Freight transport services
2.3.
The Union, Member States and other project promoters shall pay particular attention toprojects of common interest which provide efficient freight transport services that use theinfrastructure of the comprehensive network and contribute to reducing carbon dioxideemissions. These projects shall in particular aim to:(a)improve sustainable use of transport infrastructure, including its efficientmanagement;
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(b)
promote the deployment of innovative transport services or new combinationsof proven existing transport services, including through the application of ITSand the establishment of relevant governance structures;facilitate multi-modal transport service operations and improve cooperationbetween transport service providers;stimulate resource and carbon efficiency, notably in the fields of vehicletraction, driving/steaming, systems and operations planning, resource sharingand cooperation;analyse, provide information on and monitor markets, fleet characteristics andperformance, administrative requirements and human resources.Article 39New technologies and innovation
(c)(d)
(e)
The comprehensive network shall keep up with state-of-the-art technological developmentsand deployments. They shall in particular aim to:(a)(b)enable the decarbonisation of transport through transition to innovativetransport technologies;enable the decarbonisation of all transport modes by stimulating energyefficiency as well as the introduction of alternative propulsion systems and theprovision of corresponding infrastructure. Such infrastructure may includegrids and other facilities necessary for the energy supply, take account of theinfrastructure – vehicle interface and encompass intelligent transport systems;improve the safety and sustainability of the movement of persons and goods;improve the operation, accessibility, interoperability, multimodality andefficiency of the network, including multimodal ticketing;promote measures to reduce external costs, such as pollution of any kind,including noise, congestion and health damage;introduce security technology and compatible identification standards on thenetworks;improve resilience to climate change;further advance the development and deployment of intelligent transportsystems within and between modes of transport.
(c)(d)(e)(f)(g)(h)
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Article 40Safe and secure infrastructureMember States and other project promoters shall give due consideration to ensure thattransport infrastructure provides for a high degree of safety and security for passenger andfreight movements.Article 41Climate change proven infrastructure and disaster resilienceDuring infrastructure planning, Member States and other project promoters shall give dueconsideration to the risk assessments and adaptation measures adequately improving theresilience to climate change, in particular in relation to precipitation, floods, storms, hightemperature and heat waves, droughts, sea level rise and coastal surges, in compliance withany requirement which may be set out in relevant Union legislation.Where appropriate, due consideration should also be given to the resilience of infrastructureto natural or man-made disasters in compliance with any requirement which may be set out inrelevant Union legislation.Article 42Environmental protectionMember States and other project promoters shall carry out environmental assessment of plansand projects in particular as provided in Council Directives 85/337/EEC of 27 June 1985 onthe assessment of the effects of certain public and private projects on the environment55and92/43/EEC of 21 May 1992 on the conservation of natural habitats and of wild fauna andflora56, and Directives of the European Parliament and of the Council: 2000/60/EC of 23October 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 programmeson the environment58, and 2009/147/EC of 30 November 2009 on the conservation of wildbirds59in order to avoid or, when not possible, mitigate or compensate for negative impactson the environment, such as to landscape fragmentation, soil sealing, air and water pollutionas well as noise, and to effectively protect biodiversity.Article 43Accessibility for all usersTransport infrastructure shall allow seamless mobility and accessibility for all users, inparticular elderly people, persons of reduced mobility and disabled passengers.
5556575859
OJ L 175, 5.7.1985, p. 40.OJ L 206, 22.7.1992, p. 7.OJ L 327, 22.12.2000, p.1..OJ L 197, 21.7.2001, p. 30.OJ L 20, 26.1.2010, p. 7.
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CHAPTER IIITHE CORE NETWORK
Article 44Identification of the core network1.The core network shall consist of those parts of the comprehensive network whichare of the highest strategic importance for achieving the objectives of the trans-European transport network policy. The core network shall in particular contribute tocoping with increasing mobility and to the development of a low-carbon transportsystem.The core network shall be interconnected in nodes and provide for connections withneighbouring countries' transport infrastructure networks.The transport infrastructures constituting the core network are indicated in thecorresponding maps of the comprehensive network in Annex I.Article 45Requirements1.The core network shall reflect evolving traffic demand and the need for multi-modaltransport. State-of-the-art technologies and regulatory and governance measures formanaging the infrastructure use shall be taken into account in order to ensureresource-efficient use of transport infrastructure and to provide for sufficientcapacity.The infrastructure of the core network shall meet all the requirements set out inChapter II without exception. In addition, the following requirements shall also bemet by the infrastructure of the core network::(a)––(b)–(c)–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 speedand 750 m train length;for inland navigation and maritime transport infrastructure:availability of alternative clean fuels;for road transport infrastructure:the development of rest areas approximately every 50 kilometres on motorwaysin order inter alia to provide sufficient parking space for commercial road userswith an appropriate level of safety and security;
2.3.
2.
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–(d)–
availability of alternative clean fuels;for air transport infrastructure:capacity to make available alternative clean fuels.Article 46Development of the core network
1.2.3.
The transport infrastructure included in the core network shall be developed inaccordance with the corresponding provisions of Chapter II.Projects of common interest contributing to the completion of the core network shallbe implemented as a priority.Without prejudice to Article 47(2) and (3), the Member States shall ensure the corenetwork is completed and complies with the provisions of this Chapter by 31December 2030 at the latest.Article 47Nodes 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 railwayand road transport infrastructure of the trans-European transport network by 31December 2030 at the latest, except in duly justified cases.The main airports indicated in Part 1b of Annex II shall be connected with therailway and road transport infrastructure of the trans-European transport network by31 December 2050 at the latest. Taking into account potential traffic demand, suchairports shall be integrated into the high speed rail network wherever possible.
3.
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CHAPTER IVIMPLEMENTATION OF THE CORE NETWORK THROUGH CORE NETWORKCORRIDORS
Article 48General purpose of core network corridors1.Core network corridors are an instrument to facilitate the coordinatedimplementation of the core network. Core network corridors shall be based on modalintegration, interoperability, as well as on a coordinated development andmanagement of infrastructure, in order to lead to resource-efficient multimodaltransport.Core network corridors shall provide for a coordinated approach with regard toinfrastructure use and investments, so as to manage capacities in the most efficientway. Multimodal infrastructure within core network corridors shall be built andcoordinated, wherever needed, in a way that optimises the use of each transport modeand their cooperation. The core network corridors shall support the comprehensivedeployment of interoperable traffic management systems.Article 49Definition of core network corridors1.Core network corridors consist of parts of the core network. They shall involve atleast three transport modes and cross at least three Member States. They cover themost important cross-border long-distance flows in the core network.In duly justified cases the core network corridor may involve only two transportmodes.Core network corridors shall include maritime ports and its accesses, except in dulyjustified cases.Article 50List of core network corridors1.2.Each Member State shall participate in at least one core network corridor.The list of core network corridors is set out in Annex I to Regulation (EU) NoXXX/2012 of … [Connecting Europe Facility].
2.
2.3.
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Article 51Coordination of core network corridors1.In order to facilitate the coordinated implementation of core network corridors, theCommission shall designate, after consultation with the Member States concerned,and after having consulted the European Parliament, persons called "EuropeanCoordinator".The European Coordinator shall be chosen, in particular, on the basis of his/herexperience of European institutions and knowledge of issues relating to the financingand the socio-economic and environmental evaluation of major projects.The Commission decision designating the European Coordinator shall specify howthe tasks referred to in paragraph 5 are to be performed.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 concerneda work plan for the activities to be fulfilled.The European Coordinator shall:(a)lead the coordinated implementation of the core network corridor in order toenable respect of the timeline set in the implementing decision for theindividual core network corridor;report to the Member States, to the Commission and, as appropriate, to all otherentities directly involved in the development of the core network corridor onany difficulties encountered and contribute to finding appropriate solutions;draw up a report every year for the European Parliament, the Commission andthe Member States concerned on the progress achieved in implementing thecore network corridor;consult, in cooperation with the Member States concerned, in particularregional and local authorities, infrastructure managers, transport operators,transport users and, as appropriate, other public and private entities, with aview to gaining a fuller knowledge of the demand for transport services, thepossibilities of investment funding and financing and steps to be undertakenand the conditions to be met in order to facilitate access to such funding orfinancing.
2.
3.4.
5.
(b)
(c)
(d)
6.
The Member States concerned shall cooperate with the European Coordinator andgive the Coordinator the information required to perform the tasks referred to inparagraph 5.Without prejudice to the applicable procedures laid down in Union and national law,the Commission may request the opinion of the European Coordinator whenexamining applications for Union funding for core network corridors for which theEuropean Coordinator is responsible.
7.
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Article 52Governance of core network corridors1.For each core network corridor, the Member States concerned shall establish acorridor platform responsible for defining the general objectives of the core networkcorridor and for preparing and supervising the measures referred to in Article 53(1).The corridor platform shall be composed of the representatives of the Member Statesconcerned and, as appropriate, other public and private entities. In any case, therelevant infrastructure managers as defined in Directive 2001/14/EC of the EuropeanParliament and of the Council of 26 February 2001 on the allocation of railwayinfrastructure capacity and the levying of charges for the use of railwayinfrastructure60shall participate in the corridor platform.The European Coordinator shall chair the corridor platform.The corridor platform may be established as a permanent legal entity, such as aEuropean Economic Interest Group.The establishment of corridor platforms is without prejudice to the principle that thebeneficiary of Union financial support has the final responsibility for theimplementation of the projects.Article 53Corridor development plan1.For each core network corridor, the Member States concerned, in cooperation withthe corridor platform, shall jointly draw up and notify to the Commission a corridordevelopment plan within six months after entry into force of this Regulation. Thisplan shall include in particular:(a)(b)a description of the characteristics of the core network corridor, includingbottlenecks;the objectives for the core network corridor in particular in terms ofperformance expressed as the quality of the service, its capacity and itscompliance with the requirements set out in Chapter II;the programme of measures necessary for developing the core networkcorridor;a multimodal transport market study;an implementation plan including:–a deployment plan relating to interoperable traffic management systemson multi-modal freight corridors without prejudice to the applicableUnion legislation;
2.
3.4.5.
(c)(d)(e)
60
OJ L 75, 15.3.2001, p. 29.
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–
a plan for the removal of physical, technical, operational andadministrative barriers between and within transport modes and for theenhancement of efficient multimodal transport and services;measures to improve the administrative and technical capacity toconceive, plan, design, procure, implement and monitor projects ofcommon interest;risk assessment, including the possible impacts of climate change on theinfrastructure and where appropriate proposed measures to enhanceclimate 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 oftransport infrastructure referred to in Article 2(2) for each of the transportmodes involved in the core network corridor;the related financial plan, with the various sources envisaged for fundingand financing, at international, national, regional, local and Union level,including, whenever possible, earmarked cross-financing systems as wellas private capital, together with the amount of commitments alreadymade and, where applicable, reference to the contribution of the Unionenvisaged under the Union's financial programmes.
–
2.3.
Based on the corridor development plan provided by Member States concerned, theCommission shall deliver its opinion.In order to support the implementation of the core network corridors, theCommission may adopt implementing decisions for core network corridors. Thesedecisions may:(a)include the investment planning, the related costs and implementation timeline,estimated as necessary to implement the core network corridors in line with theobjectives of this Regulation;define all measures aimed at reducing external costs, in particular greenhousegas emissions and noise, and aimed at promoting the introduction of newtechnologies in traffic and capacity management;provide for other measures which are necessary for the implementation of thecorridor development plan and for the efficient use of the core network corridorinfrastructure.
(b)
(c)
Those implementing acts shall be adopted in accordance with the advisory procedurereferred to in Article 55(2).
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CHAPTER VCOMMON PROVISIONS
Article 54Updating and reporting1.Member States shall inform the Commission continuously through the interactivegeographical and technical information system for the trans-European transportnetwork (TENtec), about the progress made in implementing projects of commoninterest and the investments made for this purpose.Member States shall provide the Commission with abstracts of national plans andprogrammes which they are drawing up with a view to develop the trans-Europeantransport network, in particular in relation to the core network. Once adopted, theMember States shall send the national plans and programmes to the Commission forinformation.2.Every two years starting from the entry into force of this Regulation and afterconsultation of the Committee referred to in Article 54, the Commission shall publisha progress report on the implementation of the guidelines, which shall be submittedto the European Parliament, the Council, the European Economic and SocialCommittee and the Committee of the Regions.The Commission shall be empowered to adopt delegated acts in accordance withArticle 56 concerning the adaptation of Annexes I, II and III to take account ofpossible 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 andairports in the comprehensive network, if it is demonstrated that the latest two-year average of their traffic volume exceeds the relevant threshold;exclude logistic platforms, freight terminals, inland ports, maritime ports andairports from the comprehensive network, if it is demonstrated that the averageof their traffic volume over the last six years is below the relevant threshold;adjust the maps for road, railway and inland waterway infrastructure so as toreflect progress in completing the network. In adjusting those maps, theCommission shall not admit any adjustment in route alignment beyond thatwhich is allowed by the relevant project authorization procedure.
3.
(b)
(c)
The adaptations under points (a) and (b) shall be based on the latest availablestatistics published by Eurostat.4.Projects of common interest concerning infrastructure which is newly included in thetrans-European transport network shall be eligible for the purposes of Article 7(5) asof the date of entry into force of the delegated acts pursuant to paragraph 3.
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Projects of common interest concerning infrastructure which have been excludedfrom the trans-European transport network shall not be eligible anymore as of thedate of entry into force of the delegated acts pursuant to paragraph 3. The end ofeligibility shall not affect financing or grant decisions taken by the Commissionbefore this date.Article 55Committee1.2.The Commission shall be assisted by a committee. That committee shall be acommittee within the meaning of Regulation (EU) No 182/2011.Where reference is made to this paragraph, Article 4 of Regulation (EU) No182/2011 shall apply.Article 56Exercise of delegation1.2.The power to adopt delegated acts is conferred on the Commission subject to theconditions laid down in this Article.The power to adopt delegated acts referred to in Article 54(3) shall be conferred onthe Commission for an unlimited period from [date of entry into force of theRegulation].The delegation of powers referred to in the Article 54(3) may be revoked at any timeby the European Parliament or by the Council. A decision to revoke shall put an endto the delegation of the power specified in that decision. It shall take effect the dayfollowing the publication of the decision in theOfficial Journal of the EuropeanUnionor at a later date specified therein. It shall not affect the validity of anydelegated acts already in force.As soon as it adopts a delegated act, the Commission shall notify it simultaneously tothe European Parliament and to the Council.A delegated act adopted pursuant to the Article 54(3) shall enter into force only if noobjection has been expressed either by the European Parliament or by the Councilwithin a period of two months of the notification of that act to the EuropeanParliament and the Council or if, before the expiry of that period, the EuropeanParliament and the Council have both informed the Commission that they will notobject. That period shall be extended by two months at the initiative of the EuropeanParliament or of the Council.Article 57ReviewBy 31 December 2023 at the latest, the Commission shall carry out a review of theimplementation of the core network, evaluating compliance with the provisions laid down inthis Regulation and the progress in implementation.
3.
4.5.
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Article 58Single Contact AuthorityMember States may appoint a Single Contact Authority for facilitating and co-ordinating thepermitting process for projects of common interest, in particular cross-border projects, inaccordance with the relevant Union acquis.Article 59Delay in completion of the core network1.In the event of a significant delay in starting or completing work on the corenetwork, the Commission shall request the Member States concerned to provide thereasons for the delay within three months. On the basis of the reply given, theCommission shall consult the Member States concerned in order to resolve theproblem leading to the delay.The Commission may, as part of its active monitoring of the implementation of thecore network and having due regard to the principle of proportionality andsubsidiarity, decide to take appropriate measures.The European Parliament and the Member States shall be informed immediately ofany measure taken.Article 60Compatibility with Union law and Union policiesActions taken under this Regulation shall take into account any relevant Union policies, inparticular those relating to competition, market access, the protection of the environment,health, sustainable development, and public procurement.Article 61Promotion and evaluationThe Commission shall promote and evaluate the advancement of the trans-European transportnetwork policy and its overall implementation.Article 62RepealDecision No 661/2010/EU is repealed.For all financing decisions based on Regulation (EC) No 680/200761, Decision No611/2010/EU shall continue to apply.
2.
3.
61
Regulation (EC) No 680/2007 of the European Parliament and of the Council of 20 June 2007 layingdown general rules for the granting of Community financial aid in the field of trans-European transportand energy networks, OJ L 162, 22.6.2007, p. 1.
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Article 63Entry into forceThis Regulation shall enter into force on the twentieth day following that of its publication intheOfficial 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 ParliamentThe President
For the CouncilThe President
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APPENDIX 4J
OINTC
OMMITTEE ONE
NVIRONMENT,
TRANSPORT, C
ULTURE AND THEG
AELTACHTL
IST OFM
EMBERSDeputiesJames BannonPaudie CoffeyNiall CollinsNoel CoonanMarcella Corcoran KennedyClare DalyTimmy DooleyDessie EllisLuke ‘Ming’ FlanaganTerence FlanaganKevin HumphreysSeán KennyCiarán LynchSandra McLellanTony McLoughlinCatherine MurphyGerald NashPatrick O’DonovanBrian StanleyRobert TroyBrian WalshSenatorsEamonn CoghlanCáit KeaneDenis LandyCatherine NooneLabhrás Ó MurchúNed O’Sullivan(FG)(FG)(FF)(FG)Leas-Chathaoirleach(FG)(SP)(FF)(SF)(Ind)(FG)(Lab)(Lab)(Lab)Cathaoirleach(SF)(FG)(Ind)(Lab)(FG)(SF)(FF)(FG)(FG)(FG)(Lab)(FG)(FF)(FF)
NOTES1. Deputies appointed to the Committee by order of Dáil Éireann on 9 June 20112. Senators appointed to the Committee by order of Seanad Éireann on 16 June20113. Deputy Ciarán Lynch elected as Cathaoirleach on 21 June 20114. Deputy Noel Coonan elected as Leas-Chathaoirleach on 21 June 2011
APPENDIX 5J
OINTC
OMMITTEE ONE
NVIRONMENT, T
RANSPORT, C
ULTURE AND THEG
AELTACHTO
RDERS OFR
EFERENCEa. 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 therelevant Government Department or Departments and associatedpublic bodies as the Committee may select, and(b) European Union matters withinDepartment or Departments.(2)theremitoftherelevant
The Select Committee may be joined with a Select Committeeappointed by Seanad Éireann to form a Joint Committee for thepurposes of the functions set out below, other than at paragraph (3),and to report thereon to both Houses of the Oireachtas.Without prejudice to the generality of paragraph (1), the SelectCommittee shall consider, in respect of the relevant Department orDepartments, such—(a) Bills,(b) proposals contained in any motion, including any motion withinthe meaning of Standing Order 164,(c) Estimates for Public Services, and(d) other matters as shall be referred to the Select Committee by theDáil, and(e) Annual Output Statements, and(f) such Value for Money and Policy Reviews as the Select Committeemay select.
(3)
(4)
The Joint Committee may consider the following matters in respect ofthe relevant Department or Departments and associated publicbodies, 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 Reviewsconducted or commissioned by the Department,(d) Government policy in respect of bodies under the aegis of theDepartment,(e) policy issues concerning bodies which are partly or wholly fundedby the State or which are established or appointed by a memberof the Government or the Oireachtas,(f) the general scheme or draft heads of any Bill published by theMinister,
(g) statutory instruments, including those laid or laid in draft beforeeither House or both Houses and those made under the EuropeanCommunities Acts 1972 to 2009,(h) strategy statements laid before either or both Houses of theOireachtas 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 theDepartment or bodies referred to in paragraph (4)(d) and (e) andthe overall operational results, statements of strategy andcorporate plans of such bodies, and(j) such other matters as may be referred to it by the Dáil and/orSeanad from time to time.(5)Without prejudice to the generality of paragraph (1), the JointCommittee shall consider, in respect of the relevant Department orDepartments—(a) EU draft legislative acts standing referred to the Select Committeeunder Standing Order 105, including the compliance of such actswith the principle of subsidiarity,(b) other proposals for EU legislation and related policy issues,including programmes and guidelines prepared by the EuropeanCommission as a basis of possible legislative action,(c) non-legislative documents published by any EU institution inrelation to EU policy matters, and(d) matters listed for consideration on the agenda for meetings of therelevant EU Council of Ministers and the outcome of suchmeetings.(6)A sub-Committee stands established in respect of each Departmentwithin the remit of the Select Committee to consider the mattersoutlined in paragraph (3), and the following arrangements apply tosuch sub-Committees:(a) the matters outlined in paragraph (3) which require referral to theSelect Committee by the Dáil may be referred directly to suchsub-Committees, and(b) each such sub-Committee has the powers defined in Standing Order83(1) and (2) and may report directly to the Dáil, including by way ofMessage under Standing Order 87.(7)The Chairman of the Joint Committee, who shall be a member of DáilÉireann, shall also be the Chairman of the Select Committee and ofany sub-Committee or Committees standing established in respect ofthe Select Committee.The following may attend meetings of the Select or Joint Committee,for the purposes of the functions set out in paragraph (5) and maytake part in proceedings without having a right to vote or to movemotions and amendments:(a) Members of the European Parliament elected from constituenciesin Ireland, including Northern Ireland,(b) Members of the Irish delegation to the Parliamentary Assembly ofthe Council of Europe, and
(8)
(c) at the invitation of the Committee, other Members of theEuropean Parliament.
b. Scope and Context of Activities of Committees (as derived fromStanding Orders [DSO 82; SSO 70](1)The Joint Committee may only consider such matters, engage in suchactivities, exercise such powers and discharge such functions as arespecifically authorised under its orders of reference and under StandingOrders.Such matters, activities, powers and functions shall be relevant to, andshall arise only in the context of, the preparation of a report to the Dáiland/or Seanad.It shall be an instruction to all Select Committees to which Bills arereferred that they shall ensure that not more than two Select Committeesshall meet to consider a Bill on any given day, unless the Dáil, after duenotice given by the Chairman of the Select Committee, waives thisinstruction on motion made by the Taoiseach pursuant to Dáil StandingOrder 26. The Chairmen of Select Committees shall have responsibility forcompliance with this instruction.The Joint Committee shall not consider any matter which is beingconsidered, or of which notice has been given of a proposal to consider, bythe Committee of Public Accounts pursuant to Dáil Standing Order 163and/or the Comptroller and Auditor General (Amendment) Act 1993.The Joint Committee shall refrain from inquiring into in public session orpublishing confidential information regarding any matter if so requested,for stated reasons given in writing, by—(a)(b)a member of the Government or a Minister of State, orthe principal office-holder of a body under the aegis of aDepartment or which is partly or wholly funded by the State orestablished or appointed by a member of the Government or bythe Oireachtas:
(2)
(3)
(4)
(5)
Provided that the Chairman may appeal any such request made to theCeann Comhairle / Cathaoirleach whose decision shall be final.
