# EUR-Lex - 52011PC0650 - EN

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# 52011PC0650

**Proposal for a REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL on Union guidelines for the development of the Trans-European Transport Network /* COM/2011/0650 final - 2011/0294 (COD) */**

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EXPLANATORY MEMORANDUM

1.           CONTEXT OF THE PROPOSAL

1.1.        Background and objectives

Since the mid 80ies the Trans-European
transport network (TEN-T) policy has been setting the policy framework for the
development of infrastructure for the smooth functioning of the internal market
and for ensuring economic, social and territorial cohesion and improved
accessibility across the EU. This led in 1992 to the inclusion of a specific
legal basis for trans-European networks in the Maastricht Treaty and in 1994, at
the European Council in Essen, to the adoption of a list of 14 major projects.

In 1996 the European Parliament and the
Council adopted the first Guidelines defining the TEN-T policy and
infrastructure planning[1].
There was a major revision of the Guidelines in 2004, taking into account EU
enlargement and the expected changes in traffic flows[2]. Furthermore, the list of 14
priority projects was extended.

Several financial and non-financial
instruments have been set up to facilitate the implementation of projects.
These instruments include the TEN Financial Regulation[3], the Cohesion Fund, the
European Regional Development Fund (ERDF) and loans from the European
Investment Bank, along with coordination initiatives by the Commission.

In 2010, in the interest of clarity, the
European Parliament and the Council adopted Decision No 661/2010/EU, a recast
of the TEN-T Guidelines[4].

To date, transport infrastructure as such
is well-developed within the European Union. However, it is still fragmented,
both geographically and between and within transport modes. The main objective
of these new Guidelines, which will replace Decision 661/2010, is to establish
a complete and integrated trans-European transport network, covering all Member
States and regions and providing the basis for the balanced development of all
transport modes in order to facilitate their respective advantages, thereby
maximising the value added for Europe of the network.

In the light of the challenges for the
TEN-T policy, also identified by the White Paper 'Roadmap to a Single European
Transport Area – Towards a competitive and resource efficient transport system[5] ("the White Paper"),
these Guidelines will define a long-term strategy for the TEN-T policy up to
2030/2050.

1.2.        Issues addressed

Five main problems need to be tackled at EU
level:

First, missing
links, in particular at cross-border sections, are a major obstacle to the free
movement of goods and passengers within and between the Member States and with
its neighbours.

Second, there is a considerable and
enduring disparity in quality and availibility of infrastructure between and
within the Member States (bottlenecks). In particular the east-west connections
require improvement, through the creation of new transport infrastructure
and/or maintenance, rehabilitation or upgrading of existing infrastructure.

Third,
transport infrastructure between the transport modes is fragmented. As regards
making multi-modal connections, many of Europe's freight terminals, passenger
stations, inland ports, maritime ports, airports and urban nodes are not up to
the task. Since these nodes lack multi-modal capacity, the potential of
multi-modal transport and its ability to remove infrastructure bottlenecks and
to bridge missing links is insufficiently exploited.

Fourth,
investments in transport infrastructures should contribute to achieve the goals
of reduction of greenhouse gas emissions in transport by 60% by 2050.

Finally, Member
States still maintain different operational rules and requirements, in
particular in the field of interoperability, which add to the transport
infrastructure barriers and bottlenecks.

1.3.        Fields of action

This proposal aims to establish and develop
a complete TEN-T, consisting of infrastructure for railways, inland waterways,
roads, maritime and air transport, thereby ensuring the smooth functioning of
the internal market and strengthening economic and social cohesion.

To achieve these objectives, the first
field of action is "conceptual planning". Based on input from a
public consultation of stakeholders, the Commission concluded that the TEN-T
could be best developed through a dual-layer approach, consisting of a
comprehensive network and a core network.

The comprehensive network constitutes the
basic layer of the TEN-T. It consists of all existing and planned
infrastructure meeting the requirements of the Guidelines. The comprehensive
network is to be in place by 31 December 2050 at the latest.

The core network overlays the comprehensive
network and consists of its strategically most important parts. It constitutes
the backbone of the multi-modal mobility network. It concentrates on those
components of TEN-T with the highest European added value: cross border missing
links, key bottlenecks and multi-modal nodes. The core network is to be in place
by 31 December 2030 at the latest.

The second field of action concerns the
implementation instruments. The Commission has developed the concept of core
network corridors, taking due account of the rail freight corridors[6]. These corridors will provide the
framework instrument for the coordinated implementation of the core network. In
terms of scope, the core network corridors will in principle cover three
transport modes and cross at least three Member States. If possible, they
should establish a connection with a maritime port. In terms of activities, the
core network corridors will provide a platform for capacity management,
investments, building and coordinating multi-modal transhipment facilities, and
deploying interoperable traffic management systems.

1.4.        Consistency with other EU
policies and objectives

The proposal
fits within the policy announced by the Commission in the White Paper. It is
explicitly mentioned as part of Initiative 34 concerning the core network of
strategic European infrastructure[7].

In particular,
these Guidelines follow the strategy set out in the White Paper: to remove
major barriers and bottlenecks in key areas of transport infrastructure. The
aim is to create a Single European Transport Area with better transport
services and a fully integrated transport network. This will link the different
modes and bring about a profound shift in transport patterns for passengers and
freight. This shift is necessary to meet the aim of cutting greenhouse gas
emissions from transport by 60% by 2050.

Without the
support of an adequate network and a smarter approach to using it, no major
change in transport will be possible. Infrastructure planning and development
are considered essential in order to develop a sustainable transport system.

The proposal
will also contribute to the policy goals outlined in the Commission's
communication "A Digital Agenda for Europe"[8] by supporting the
implementation of intelligent transport systems. It also is one of the measures
of the Single Market Act proposed by the Commission in April 2011[9] as the networks are the
backbone of the internal market and play a key role in encouraging the fluid
and efficient circulation of goods and services.

Furthermore,
promoting sustainable transport has been identified as one of the means for
achieving one of the three key priorities of the Europe 2020 strategy for
smart, sustainable and inclusive growth adopted by the Commission on 3 March
2010[10],
namely sustainable growth, by addressing critical bottlenecks, in particular
cross border sections and intermodal nodes (cities, ports, logistic platforms).

Moreover, the
proposal contributes to the strengthening of territorial cohesion of EU
territory - which is one of EU objectives - together with economic and social
cohesion.

2.           RESULTS OF CONSULTATIONS WITH INTERESTED
PARTIES AND IMPACT ASSESSMENTS

2.1.        Consultation of interested
parties

The Commission carried out a wide and
intensive public stakeholder consultation from February 2009 to June 2010.

The Commission launched the consultation process with the
adoption of a Green Paper. It opened the debate on key challenges and
objectives for TEN-T policy and possible ways to meet them[11].

Building on the contributions from stakeholders, the
Commission set up six Expert Groups, which between November 2009 and April 2010
analysed a number of key aspects of future TEN-T development[12]. The Expert
Groups' recommendations were included in a Commission Working Document
presented for public consultation on 4 May 2010[13].

These public consultations attracted more than 530
contributions in total. A large majority of contributors supported the option
of a new dual-layer approach to TEN-T planning, with a comprehensive network as
the basic layer and a core network consisting of the strategically most important
parts of the TEN-T.

In October 2009 and in June 2010 ministerial and
stakeholder conferences were held in Naples and Zaragoza respectively.

In February 2011, the Commission presented to the Council
and European Parliament a Staff Working Document[14] that further developed the methodology and the planning
and implementation scenarios.

2.2.        Collection and use of
expertise

In addition to the public stakeholders
consultation, the Commission has been in continuous contact with Member States
through the committee for monitoring the Guidelines and exchanging information,
set up by Decision No 1692/96/EC. Through this committee, which has been
meeting on a monthly basis since 2010, the Member States were informed about
the progress and content of the revision process.

Furthermore, the Commission services
organised several rounds of bi-lateral and multi-lateral meetings with Member
States, to discuss in detail the development of the comprehensive network and
to present the main features of the core network.

Contacts with individual interested parties
have been established through separate meetings, at conferences and through the
EU Coordinators at meetings of their respective Priority Projects.

2.3.        Impact Assessment

The Impact Assessment identifies four
specific objectives for adressing the problem of a fragmented network.

To enhance
coordination in EU planning, the first specific objective is to :

–
Define a coherent and transparent approach to
maximise the EU added value of the TEN-T, addressing aspects of network fragmentation
linked to missing links, multimodality, and adequate connections to
neighbouring and third countries, as well as to ensure adequate geographical
coverage.

With a view to
designing a sound governance structure to secure implementation of an optimal
network configuration, the other three specific objectives are to:

–
Foster the implementation of European standards
for management systems and push for the development of harmonised
operational rules for TEN-T projects of common interest. This objective does
not aim to impose new specific standards and rules, but rather to ensure the
effective adoption and implementation of common European standards already
developed.

–
Enhance Member States cooperation in order to
coordinate investments, timing, the choice of routes, and environmental and
cost-benefit assessments for projects of common interest.

–
Ensure that the optimal network configuration is
a key element in the allocation of EU funding allowing for a focus on
cross-border sections, missing links and bottlenecks.

Two policy
options were the result:

–
Option 1, combining a planning approach largely
based on the current policy, though with certain amendments in the light of the
experience gained, with a reinforced coordination approach to implementation;

–
Option 2, combining a stronger approach to
planning coordination, through identification of an optimised configuration for
the strategic "core" of the TEN-T, with the same reinforced
coordination approach to implementation.

Each option
would bring significant improvements when compared to the baseline policy
approach, both in terms of effectiveness in implementation and in terms of
economic, social and environmental impacts. Option 2, due to the stronger
coordination at both planning and implementation levels, would have an overall
higher positive impact.

2.4.        Methodology for the design
of the core network

The core
network design as included in this proposal is the outcome of a commonly agreed
methodology. It has been designed in accordance with the following two-step
methodology.[15]

The first step
was the identification of main nodes:

–
Urban main nodes, comprising all Member States'
capitals, all "MEGA" cities according to ESPON and all other large
urban areas or conurbations, including their entire relevant multimodal
infrastructure as far as part of the comprehensive network; in total 82 urban
nodes have been identified and are listed in annex to the Guidelines; the ports
and airports directly belonging to the urban node are part of the core network;

–
Outside these urban main nodes, ports which
exceed a certain volume threshold or fulfil certain geographical criteria; in
total, 82 ports are listed in annex to the Guidelines;

–
The most relevant border crossing points: one
per mode between each Member State and each neighbouring country; in total 46
border crossing points are listed in annex to the Guidelines.

The second step
consisted in connecting these main nodes by multimodal links (road, rail,
inland waterway), according to availability or feasibility, taking into account
effectiveness and efficiency and preferably using existing infrastructure.

3.           LEGAL ELEMENTS OF THE PROPOSAL

3.1.        Summary of the measures
proposed

The proposed Regulation will repeal and
replace Decision 661/2010/EU of the European Parliament and of the Council of 7
July 2010 on Union guidelines for the development of the trans-European
transport network.

The proposal contains the following main
elements:

–
TEN-T will be developed gradually through the
implementation of a dual layer approach, comprising a comprehensive network and
a core network.

–
The comprehensive network is to be in place by
31 December 2050 at the latest, whereas the core network is to be implemented
as a priority by 31 December 2030.

–
The Guidelines set the framework for identifying
projects of common interest. These projects contribute to the development and
establishment of TEN-T through the creation, maintenance, rehabilitation and
upgrading of infrastructure, through measures to promote the resource-efficient
use of infrastructure and by enabling sustainable and efficient freight
transport services.

–
With a view to cooperation with third and
neighbouring countries[16]
the European Union may promote projects of mutual interest.

–
The comprehensive network is specified by:

–
maps;

–
infrastructure components;

–
infrastructure requirements;

–
priorities for promoting projects of common
interest.

–
Freight terminals, passenger stations, inland
ports, maritime ports and airports will connect transport modes in order to
allow multi-modal transport;

–
Urban nodes form key elements in the
comprehensive network as connecting points between the different transport
infrastructures;

–
The guidelines lay down specific requirements
for the core network, in addition to the requirements for the comprehensive
network, for example availability of alternative fuels. The Commission will
monitor and evaluate the progress made in implementing the core network.

–
Core network corridors are an instrument for
implementing the core network. They are to be based on modal integration and
interoperability and lead to coordinated development and management.

–
European Coordinators will facilitate the
coordinated implementation of the corridors, in cooperation with corridor
platforms to be established by Member States concerned.

–
Each corridor platform will establish a
multi-annual development plan, including investment and implementation plans,
as a management structure. Based on this information the Commission will adopt
implementing acts (decisions) for each corridor.

–
The proposal calls for regular revision of the
annexes by means of delegated acts in order to update the maps of the
comprehensive network. It also envisages a review of the core network by 2023.

3.2.        Legal basis

The legal basis for this proposal is
Article 172 TFEU.

3.3.        Subsidiarity principle

The coordinated
development of a trans-European transport network to support transport flows
within the single European market and economic, social and territorial cohesion
within Europe requires action to be taken at European Union level, as such
action could not be taken individually by Member States. This is particularly
the case for cross-border sections.

3.4.        Proportionality principle

The proposal
complies with the proportionality principle, and falls within the scope for
action in the field of the trans-European transport network, as defined in
Article 170 of the Treaty on the Functioning of the European Union.

The action
envisaged by this proposal is specifically limited to the European dimension of
transport infrastructure networks.

3.5.        Choice of instrument

The current
TEN-T Guidelines were proposed and adopted as a Decision of the European
Parliament and of the Council. This Decision is specifically addressed to the
Member States, rendering the Guidelines binding in their entirety for all the
Member States.

While the
Member States have traditionally been the main actors involved in transport
infrastructure development and management, developments suggest that this
situation has been progressively changing. Regional and local authorities,
infrastructure managers, transport operators and other public and private
entities have also become key actors in the development of infrastructure.

With more
actors besides the Member States becoming involved in the planning, development
and operation of TEN-T, it is important to ensure that the Guidelines are
binding for all. The Commission has therefore chosen a Regulation as the legal
instrument for this proposal.

Moreover, it
should be noted that the proposal is intended to cover the period up to 2050.
It is therefore difficult to anticipate all categories of actors that could
become involved in TEN-T implementation projects in that period.

3.6.      European
Economic Area

The proposed act concerns an EEA matter and
should therefore extend to the European Economic Area.

4.           BUDGETARY IMPLICATIONS

The proposal will not entail any additional
cost for the EU budget.

5.           CONNECTING EUROPE FACILITY

In the context
of the Communication on the Multi-annual Financial Framework 2014-2020[17], the Commission has announced
the creation of a new instrument at EU level, the ''Connecting Europe
Facility", which will finance EU priority infrastructure in transport,
energy and digital broadband. The facility will support infrastructures with a
European and Single Market dimension, targeting EU support on priority networks
that must be implemented by 2020 and where European action is most warranted.
The facility will have a single fund of € 50 billion for the period 2014-2020,
of which € 31.7 billion will be allocated to transport, out of which €10
billion ring fenced for related transport infrastructures investments inside
the Member States eligible under the Cohesion Fund. The Communciation also
suggests that infrastructure projects of EU interest that pass through
neighbourhood and pre-accession countries should in the future be coordinated
and reinforced through the new Connecting Europe Facility.[18]

Together with
the Connecting Europe Facility, the present guidelines will establish the
priorities for European funding of transport infrastructure.

6.           SIMPLIFICATION

The proposal contributes to the
simplification of existing rules. Through the new corridor approach and the
establishment of corridor platforms, the project preparation can be
streamlined.

2011/0294 (COD)

Proposal for a

REGULATION OF THE EUROPEAN PARLIAMENT
AND OF THE COUNCIL

on Union guidelines for the development of
the Trans-European Transport Network

(Text with EEA relevance)

THE EUROPEAN PARLIAMENT AND THE
COUNCIL OF THE EUROPEAN UNION,

Having regard to the Treaty on the
Functioning of the European Union, and in particular Article 172 thereof,

Having regard to the proposal from the
European Commission,

After transmission of the draft legislative
act to the national Parliaments,

Having regard to the opinion of the
European Economic and Social Committee[19],

Having regard to the opinion of the
Committee of the Regions[20],

Acting in accordance with the ordinary
legislative procedure,

Whereas:

(1)
Decision No 1692/96/EC of the European
Parliament and of the Council of 23 July 1996 on Community guidelines for the
development of the trans-European transport network[21] was recast in the interest of
clarity by Decision No 661/2010/EU of the European Parliament and of the
Council of 7 July 2010 on Union guidelines for the development of the
trans-European transport network[22].

(2)
The planning, development and operation of
trans-European transport networks contribute to the attainment of major Union
objectives, such as the smooth functioning of the internal market and the
strengthening of economic and social cohesion and also have the specific
objectives of allowing the seamless and sustainable mobility of persons and
goods and ensuring accessibility for all regions of the Union.

(3)
These specific objectives should be achieved by
establishing interconnections and interoperability between national transport
networks in a resource-efficient way.

(4)
Growth in traffic has resulted in increased
congestion on international transport corridors. In order to ensure the
international mobility of goods and passengers, the capacity of the
trans-European transport network and the use of this capacity should be
optimised and, if necessary, expanded by removing infrastructure bottlenecks
and bridging missing infrastructure links within and between Member States.

(5)
As stated in the White Paper on Transport
"Roadmap to a Single European Transport Area – Towards a competitive and
resource efficient transport system"[23],
the efficiency and effectiveness of transport can be significantly enhanced by
ensuring a better modal integration across the network, in terms of
infrastructure, information flows and procedures.

(6)
The White Paper calls for the deployment of
transport-related information and communication technology to ensure improved
and integrated traffic management and to simplify administrative procedures
through improved freight logistics, cargo tracking and tracing, and optimised
schedules and traffic flows. As such measures promote the efficient management
and use of transport infrastructure they should fall within the scope of this
Regulation.

(7)
The trans-European transport network policy has
to take into account the evolution of the transport policy and infrastructure
ownership. In the past, Member States were the principal entity in charge of
creating and maintaining transport infrastructure. However, other entities,
including private, have also become relevant for the realisation of a
multimodal trans-European transport network, including for example
infrastructure managers, concessionaires or port and airports authorities.

(8)
The trans-European transport network consists to
a large extent of existing infrastructure. This existing infrastructure is
managed by different public and private entities. In order to achieve fully the
objectives of the new trans-European transport network policy, uniform
requirements regarding the infrastructure have to be established in a
Regulation in order to be complied with by any entity responsible for the
infrastructure of the trans-European transport network.

(9)
The trans-European transport network should best
be developed through a dual layer approach, consisting of a comprehensive
network and a core network, these two layers being the highest level of
infrastructure planning within the Union.

(10)
The comprehensive network should be a
European-wide transport network ensuring the accessibility of all regions in
the Union, including the remote and outermost regions, as also pursued by the
Integrated Maritime Policy[24],
and strengthening cohesion between them. The guidelines should set the
requirements for the infrastructure of the comprehensive network, in order to
achieve a high-quality network throughout the Union by 2050.

(11)
The core network should be identified and
implemented as a priority within the framework provided by the comprehensive
network by 2030. It should constitute the backbone of the development of a
multi-modal transport network and stimulate the development of the entire
comprehensive network. It should enable Union action to concentrate on those
components of the trans-European transport network with the highest European
added value, in particular cross-border sections, missing links, multi-modal connecting
points and major bottlenecks.

(12)
In order to establish the core and the
comprehensive network in a coordinated and timely manner, allowing thereby
maximising the network benefits, Member States concerned should ensure that the
projects of common interest are finalised by 2030 and 2050 respectively.

(13)
It is necessary to identify projects of common
interest which will contribute to the achievement of the trans-European
transport network and which correspond to the priorities established in the
guidelines.

(14)
Projects of common interest should demonstrate a
clear European added value. Cross-border projects typically have high European
added value, but may have lower direct economic effects compared to purely
national projects. Therefore, they are likely not to be implemented without
Union intervention.

(15)
As the development and implementation of the
trans-European transport network is not solely carried out by Member States,
all promoters of projects of common interest such as local and regional
authorities, infrastructure managers or other private or public entities should
be subject to the rights and obligations of this Regulation, as well other
relevant Union and national rules and procedures, when carrying out such
projects.

(16)
Cooperation with neighbouring and third
countries is necessary to ensure connection and interoperability between the
respective infrastructure networks. Therefore the Union should where
appropriate promote projects of mutual interest with those countries.

(17)
In order to achieve modal integration across the
network, adequate planning of the trans-European transport network is required.
This also implies the implementation of specific requirements throughout the
network in terms of infrastructure, intelligent transport systems, equipment,
and services. It is therefore necessary to ensure adequate and concerted
deployment of such requirements across Europe for each transport mode and for
their interconnection across the trans-European transport network and beyond,
in order to obtain the benefits of the network effect and to enable efficient
long-range trans-European transport operations.

(18)
In order to determine existing and planned
transport infrastructures for the comprehensive and the core network, maps
should be provided and adapted over time to take into account the evolution of
traffic flows. The technical basis of the maps is provided by the Commission's
TENtec system which contains a higher level of detail concerning the
trans-European transport infrastructure.

(19)
The guidelines should set priorities in order to
achieve the objectives within the given time horizon.

(20)
Intelligent transport systems are necessary to
provide the basis for optimising of traffic and transport operations and
improving related services.

(21)
The guidelines should provide for the
development of the comprehensive network in urban nodes, as those nodes are the
starting point or the final destination ("last mile") for passengers
and freight moving on the trans-European transport network and are points of
transfer within or between different transport modes.

(22)
The trans-European transport network, thanks to
its large scale, should provide the basis for the large-scale deployment of new
technologies and innovation, which, for example, can help enhance the overall
efficiency of the European transport sector and curb its carbon footprint. This
will contribute towards the Europe 2020 strategy and the Transport White
Paper's target of a 60% cut in greenhouse gas emissions by 2050 (based on 1990
levels) and at the same time contribute to the objective of increasing fuel
security for the Union.

(23)
The trans-European transport network has to
ensure efficient multi-modality in order to allow better modal choices to be
made and large volumes to be consolidated for transfers over long distances.
This will make multi-modality economically more attractive for shippers.

(24)
In order to achieve a high-quality and efficient
transport infrastructure across all modes the guidelines should contain
provisions regarding the security and safety of passengers and freight
movements, the impact of climate change and of potential natural and man-made
disasters on infrastructure and accessibility for all transport users.

(25)
The core network should be a subset of the
comprehensive network overlaying it. It should represent the strategically most
important nodes and links of the trans-European transport network, according to
traffic needs. It should be multi-modal, i.e. include all transport modes and
their connections as well as relevant traffic and information management systems.

(26)
In order to implement the core network within
the given time horizon, a corridor approach could be used as an instrument to
coordinate on a transnational basis different projects and synchronise the
development of the corridor, thereby maximising network benefits.

(27)
Core network corridors should also address wider
transport policy objectives and facilitate modal integration and multi-modal
operations. This should allow specially developed corridors that are optimised
in terms of energy use and emissions, thus minimising environmental impacts,
and are also attractive for their reliability, limited congestion and low
operating and administrative costs. An initial list of corridors should be
included in the Regulation (EU) XXX/2012 [Connecting Europe Facility], but
should be adaptable in order to take account of changes in traffic flows.

(28)
Designing the right governance structure and
identifying the sources of financing for complex cross-border projects would be
eased by creating corridor platforms for such core network corridors. European
Coordinators should facilitate the coordinated implementation of the core
network corridors.

(29)
In developing core network corridors due account
should be given to the rail freight corridors set up in accordance with
Regulation (EU) No 913/2010 of 22 September 2010 of the European Parliament and
of the Council concerning a European rail network for competitive freight[25] as well as to the European
Deployment Plan for ERTMS provided for in Commission Decision 2009/561/EC of 22
July 2009 amending Decision 2006/679/EC as regards the implementation of the
technical specification for interoperability relating to the control-command
and signalling subsystem of the trans-European conventional rail system[26].

(30)
In order to maximise consistency between the
guidelines and the programming of the relevant financial instruments available
at Union level, trans-European transport network funding should be based on
this Regulation and draw on the Connecting Europe Facility[27]. Correspondingly, it should aim
at aligning and combining funding from relevant internal and external
instruments such as structural and cohesion funds, the Neighbourhood Investment
Facility (NIF), the Instrument for Pre-Accession Assistance (IPA)[28], and from financing from the
European Investment Bank, the European Bank for Reconstruction and Development
and other financial institutions. In particular, when developing the
trans-European transport network, Member States should take into account to the
ex ante conditionalities applicable to transport as provided for in Annex IV to
Regulation (EU) No XXX2012 [Regulation laying down common provisions on the
European Regional Development Fund, the European Social Fund, the Cohesion
Fund, the European Agricultural Fund for Rural Development and the European
Maritime and Fisheries Fund covered by the Common Strategic Framework and
laying down general provisions on the European Regional Development Fund, the
European Social Fund and the Cohesion Fund and repealing Regulation (EC) No
1083/2006].[29]

(31)
In order to update the Annexes and in particular
the maps to take into account possible changes resulting from the actual usage
of certain elements of transport infrastructure analysed against
pre-established quantitative thresholds, the power to adopt acts in accordance
with Article 290 of the Treaty on the Functioning of the European Union should
be delegated to the Commission in respect of amendments to the Annexes. It is
of particular importance for the Commission to carry out appropriate
consultations during its preparatory work, including at expert level. The
Commission, when preparing and drawing-up delegated acts, should ensure a
simultaneous, timely and appropriate transmission of relevant documents to the
European Parliament and to the Council.

(32)
In order to ensure uniform conditions for the
implementation of this Regulation, implementing powers should be conferred on
the Commission. Those powers should be exercised in accordance with Regulation
(EU) No 182/2011 of the European Parliament and of the Council of 16 February
2011 laying down the rules and general principles concerning mechanisms for
control by Member States of the Commission’s exercise of implementing powers[30].

(33)
Since the objectives of the action to be taken,
and in particular the coordinated establishment and development of the
trans-European transport network, cannot be sufficiently achieved by the Member
States and can therefore, by reason of the need for coordination of these
objectives, be better achieved at Union level, the Union may adopt measures in
accordance with the principle of subsidiarity as set out in Article 5 of the
Treaty on European Union. In accordance with the principle of proportionality,
as also set out in that Article, this Regulation does not go beyond what is necessary
in order to achieve those objectives,

HAVE ADOPTED THIS REGULATION:

CHAPTER I

GENERAL PRINCIPLES

Article 1
Subject matter

1.
This Regulation establishes the Union guidelines
(hereinafter "the guidelines") for the development of a
trans-European transport network which determine the infrastructure of the
trans-European transport network within which projects of common interest and
projects of mutual interest are identified.

2.
The guidelines specify the requirements to be
respected by the entities responsible for management of the infrastructure of
the trans-European transport network.

3.
The guidelines set out the priorities for the
development of the trans-European network.

4.
The guidelines provide for measures for the
implementation of the trans-European network.

Article 2
Scope

1.
The guidelines shall apply to the trans-European
transport network which comprises:

–
existing and planned transport infrastructure
referred to in paragraph 2, and

–
measures promoting the efficient management and
use of such infrastructure.

2.
Transport infrastructure of the trans-European
transport network consists of:

(a)
railway transport infrastructure as determined
in Section 1 of Chapter II;

(b)
inland waterway infrastructure as determined in
Section 2 of Chapter II;

(c)
road transport infrastructure as determined in
Section 3 of Chapter II;

(d)
maritime transport infrastructure as determined
in Section 4 of Chapter II;

(e)
air transport infrastructure as determined in
Section 5 of Chapter II;

(f)
infrastructure for multimodal transport as
determined in Section 6 of Chapter II;

(g)
the equipment and intelligent transport systems
associated with the transport infrastructure referred to in points (a) to (f).

Article 3
Definitions

For the purpose of this Regulation, the
following definitions shall apply:

(a)
'project of common interest' means any piece of
planned transport infrastructure, of existing transport infrastructure or any
modification of existing transport infrastructure that complies with the
provisions of Chapter II and any measures providing the efficient management
and use of such infrastructure;

(b)
'project of mutual interest' means a project
involving both the Union and one or more third countries which aims to connect
the trans-European transport network with the transport infrastructure networks
of those countries to facilitate major transport flows;

(c)
'third country' means any neighbouring country
and all other countries with which the Union may cooperate to achieve the
objectives pursued by this Regulation;

(d)
'neighbouring country' means the country coming
under the European Neighbourhood Policy including the Strategic Partnership[31], the Enlargement Policy, the
European Economic Area or the European Free Trade Association;

(e)
'European added value' means, in relation to a
project, the value resulting from Union intervention which is additional to the
value that would otherwise have been created by Member State action alone;

(f)
'infrastructure manager' means any body or
undertaking that is responsible in particular for establishing and maintaining
transport infrastructure. This may also include the management of
infrastructure control and safety systems;

(g)
'intelligent transport systems (ITS)' mean
systems using information, communication, navigation and
positioning/localization technologies in order to manage mobility and traffic
on the trans-European transport network and to provide value added services to
citizens and operators, including for safe, secure, environmentally sound and
capacity efficient use of the network. They may also include onboard devices, provided
they form an indivisible system with corresponding infrastructure components.
They include systems, technologies and services referred to in points (h)-(l);

(h)
'air traffic management system' means a system
as specified in Regulation (EC) No. 552/2004 of the European Parliament and of
the Council of 10 March 2004 on the interoperability of the European Air
Traffic Management network (the interoperability Regulation)[32] and in the European Air
Traffic Management (ATM) Master Plan as defined in Council Regulation (EC) No
219/2007 of 27 February 2007 on the establishment of a Joint Undertaking to
develop the new generation European air traffic management system (SESAR)[33];

(i)
'Vessel Traffic Monitoring and Information
Systems' (VTMIS) means systems deployed to monitor and manage traffic and
maritime transport, using information from Automatic Identification Systems of
Ships (AIS), Long-Range Identification and Tracking of Ships (LRIT), coastal
radar systems and radio communications as provided in Directive 2002/59/EC of
the European Parliament and of the Council of 27 June 2002 establishing a
Community vessel traffic monitoring and information system and repealing
Council Directive 93/75/EEC[34];

(j)
'River Information Services (RIS)' means
information and communication technologies on inland waterways as defined in
Directive 2005/44/EC of the Parliament and of the Council of 7 September 2005
on harmonised river information services (RIS) on inland waterways in the
Community[35];

(k)
'e Maritime services' means services using advanced
and interoperable information technologies in the maritime transport sector to
facilitate the throughput of cargo at sea and in port areas;

(l)
'European Rail Traffic Management System
(ERTMS)' means the system defined in Commission Decision 2006/679/EC of 28
March 2006[36]
and Commission Decision 2006/860 of 7 November 2006[37] concerning the technical
specification for interoperability relating to the control-command and
signalling subsystems of the trans-European conventional and high-speed rail
systems;

(m)
'transport mode' means railway, inland
waterways, road, maritime or air transport;

(n)
'multimodal transport' means the carriage of
freight or passengers, or both, using two or more modes of transport;

(o)
'urban node' means an urban area where the
transport infrastructure of the trans-European transport network is connected
with other parts of that infrastructure and with the infrastructure for
regional and local traffic;

(p)
'logistic platform' means an area that is
directly linked to the transport infrastructure of the trans-European transport
network including at least one freight terminal, and enables logistics
activities to be carried out;

(q)
'freight terminal' means a structure equipped
for transhipment between at least two transport modes and for temporary storage
of freight such as ports, inland ports, airports and rail-road terminals;

(r)
'NUTS region' means a region which as defined in
the Nomenclature of Territorial Units for Statistics.

Article 4
Objectives of the trans-European transport network

1.
The trans-European transport network shall
enable transport services and operations which:

(a)
meet the mobility and transport needs of its
users within the Union and in the relations with third countries, thereby
contributing to further economic growth and competitiveness;

(b)
are economically efficient, contribute to the
objectives of low-carbon and clean transport, fuel security and environmental
protection, are safe and secure and have high quality standards, both for
passenger and freight transport;

(c)
promote the most advanced technological and
operational concepts;

(d)
provide appropriate accessibility of all regions
of the Union, thereby promoting social, economic and territorial cohesion and
supporting inclusive growth.

2.
In developing the infrastructure of the
trans-European transport network, the following objectives shall be pursued:

(a)
the interconnection and interoperability of
national transport networks;

(b)
the removal of bottlenecks and the bridging of
missing links, both within the transport infrastructures and at connecting points
between these, within Member States' territories and at border crossing points
between them;

(c)
the development of all transport modes in a
manner consistent with ensuring sustainable and economically efficient
transport in the long term;

(d)
optimal integration and interconnection of all
transport modes;

(e)
the efficient use of infrastructure;

(f)
promotion of a broad use of transport with the
most carbon neutral effect;

(g)
transport infrastructure connections between the
trans-European transport network and transport infrastructure networks of
neighbouring countries, and the promotion of their interoperability;

(h)
the establishment of infrastructure
requirements, notably in the field of interoperability, safety and security,
which will benchmark quality, efficiency and sustainability of transport
services;

(i)
for both passenger and freight traffic, seamless
connections between transport infrastructure for long-distance traffic on the
one hand, and regional and local traffic on the other;

(j)
a transport infrastructure that reflects the
specific situations in different parts of the Union and provides for a balanced
coverage of European regions, including outermost regions and other peripheral
ones;

(k)
accessibility for elderly people, persons of
reduced mobility and for disabled passengers.

Article 5
Resource efficient network

Member States and, as appropriate, regional
and local authorities, infrastructure managers, transport operators and other
public and private entities shall plan, develop and operate the trans-European
transport network in a resource efficient way, through:

(a)
an optimisation of infrastructure integration
and interconnection;

(b)
the broad deployment of new technologies and
ITS;

(c)
improvement and maintenance of existing
transport infrastructure;

(d)
the taking into account of possible synergies
with other networks, in particular trans-European energy or telecommunication
networks;

(e)
the assessment of strategic environmental
impact, with the establishment of appropriate plans and programmes and of
impacts on climate mitigation;

(f)
measures to plan and expand infrastructure
capacity where necessary;

(g)
adequate consideration of the vulnerability of
transport infrastructure with regard to a changing climate as well as natural
and man-made disasters.

Article 6
Dual layer trans-European transport network structure

1.
The gradual development of the trans-European
transport network shall in particular be achieved by implementing a dual-layer
structure for this network, comprising a comprehensive network and a core
network.

2.
The comprehensive network shall be made up of
all existing and planned transport infrastructures of the trans-European
transport network as well as measures promoting the efficient use of such
infrastructure. It shall be developed in accordance with Chapter II.

3.
The core network shall consist of those parts of
the comprehensive network which are of the highest strategic importance for
achieving the objectives for the development of the trans-European transport
network. It shall be identified and developed in accordance with Chapter III.

Article 7
Projects of common interest

1.
Projects of common interest shall contribute to
the development of the trans-European transport network through the creation of
new transport infrastructure, the maintenance, rehabilitation and upgrading of
existing transport infrastructure and through measures promoting its
resource-efficient use.

2.
A project of common interest shall:

(a)
contribute to the objectives set out in Article
4;

(b)
comply with Chapter II and, if it concerns the
core network, comply in addition with Chapter III;

(c)
have been subject to a socio-economic cost
benefit analysis resulting in a positive net present value;

(d)
demonstrate clear European added value.

3.
A project of common interest may encompass its
entire cycle, including feasibility studies and permission procedures,
implementation and evaluation.

4.
Member States and other project promoters shall
take all necessary measures to ensure that the projects are carried out in
compliance with relevant Union and national rules and procedures, in particular
with Union legislation on the environment, climate protection, safety,
security, competition, state aid, public procurement and public health.

5.
Projects of common interest are eligible for
Union financial aid under the instruments available for the trans-European
transport network, in particular the Connecting Europe Facility established by
Regulation (EU) No XXX/2012.

Article 8
Cooperation with third countries

1.
The Union may support projects of common
interest in order to connect the trans-European transport network with
infrastructure networks of third countries covered by the
European Neighbourhood Policy, the Enlargement Policy, the European Economic
Area and the European Free Trade Association and which
seek to:

(a)
connect the core network at
border crossing points;

(b)
ensure the connection between the core network and
the transport networks of the third countries;

(c)
complete the transport infrastructure in third
countries which serve as links between parts of the core network in the Union;

(d)
implement traffic
management systems in those countries.

Such projects of common interest shall enhance
the capacity or utility of networks located in one or several Member States.

2.
The Union may cooperate with third countries to
promote projects of mutual interest. These projects shall seek to:

(a)
promote the interoperability between the
trans-European transport network and networks of neighbouring countries;

(b)
promote the extension of the trans-European
transport network policy into third countries;

(c)
facilitate air transport with third countries,
in particular by extending the Single European Sky and air traffic management
cooperation;

(d)
facilitate maritime transport and promote
motorways of the sea with third countries.

3.
Projects of mutual interest coming under point
(a) of paragraph 2 shall comply with the relevant provisions of Chapter II.

4.
Annex III includes indicative maps of the
trans-European transport network extended to specific neighbouring countries.

5.
The Union may use existing or set up and use new
coordination and financial instruments with neighbouring countries, such as the
Neighbourhood Investment Facility (NIF) or the Instrument for Pre-Accession
Assistance (IPA), for the promotion of projects of mutual interest.

6.
The Union may cooperate with international and
regional organisations and bodies to achieve any objective pursued by this
Article.

CHAPTER II

THE COMPREHENSIVE NETWORK

Article 9
General provisions

1.
The comprehensive network shall constitute the
basis for the identification of projects of common interest.

2.
The comprehensive network shall:

(a)
be as specified in the maps in Annex I to this
Regulation;

(b)
be specified through the description of the
infrastructure components;

(c)
comply with the requirements for the transport
infrastructures set out in this Chapter;

(d)
set the framework for priority infrastructure
development as referred to in Articles 10 to 35.

3.
The Member States shall ensure that the
comprehensive network is completed and fully complies with the relevant
provisions of this Chapter by 31 December 2050 at the latest.

Article 10
Priorities

The Union, Member States, infrastructure
managers and other project promoters, when developing the comprehensive
network, shall give particular consideration to measures that are necessary
for:

(a)
implementing and deploying intelligent transport
systems, including measures which enable traffic management, multimodal
scheduling and information services, multimodal tracking and tracing, capacity
planning and online reservation and integrated ticketing services;

(b)
bridging missing links and removing bottlenecks,
notably in cross-border sections;

(c)
removing administrative and technical barriers,
in particular to the interoperability of the network and to competition;

(d)
ensuring optimal integration of the transport
modes;

(e)
ensuring appropriate accessibility for all
regions of the Union;

(f)
improving or maintaining the quality of
infrastructure in terms of efficiency, safety, security, climate and where
appropriate disaster resilience, environmental performances, social conditions,
accessibility for all users, quality of services and continuity of traffic
flows;

(g)
promoting state-of-the-art technological
development;

(h)
ensuring fuel security by allowing the use of
alternative and in particular low or zero carbon energy sources and propulsion
systems;

(i)
bypassing urban areas for rail freight
transport.

Section 1
Railway transport infrastructure

Article 11
Maps

Railway lines which form part of the
comprehensive network are indicated on the maps in Annex I.

Article 12
Infrastructure components

1.
Railway transport infrastructure comprises in
particular:

(a)
high-speed and conventional railway lines,
including:

(i)      sidings;

(ii)      tunnels;

(iii)     bridges;

(b)
freight terminals and logistic platforms for the
transhipment of goods within the rail mode and between rail and other transport
modes;

(c)
stations along the lines indicated in Annex I
for the transfer of passengers within the rail mode and between rail and other
transport modes;

(d)
associated equipment;

(e)
ITS.

2.
Railway lines shall take one of the following
forms:

(a)
Railway lines for high speed transport which
are:

(i)      specially built high-speed lines
equipped for speeds equal to or greater than 250 km/h;

(ii)      specially upgraded conventional
lines equipped for speeds in the order of 200 km/h;

(b)
Railway lines for conventional transport.

3.
The technical equipment associated with railway
lines shall include electrification systems, equipment for the boarding and
alighting of passengers and the loading and unloading of cargo in stations,
logistic platforms and freight terminals. It shall include any facility
necessary to ensure the safe, secure and efficient operation of vehicles.

Article 13
Transport infrastructure requirements

1.
Operators of freight terminals shall ensure that
any freight terminal is open to all operators.

Operators of logistic platforms shall offer at
least one terminal open to all operators.

Operators of freight terminals and logistic
platform shall provide this access in a non-discriminatory way and apply
transparent charges.

2.
Operators of passenger stations shall ensure
that passenger stations provide access to information, ticketing and commercial
activities for railway traffic throughout the comprehensive network and where
appropriate information on connection with local and regional transport, in
accordance with Commission Regulation (EU) No 454/2011 of 5 May 2011 on the
technical specification for interoperability relating to the subsystem
‘telematics applications for passenger services’ of the trans-European rail
system[38].

3.
Within the sphere of their responsibility,
Member States and infrastructure managers shall ensure that:

(a)
railway lines are equipped with ERTMS;

(b)
railway infrastructure complies with Directive
2008/57/EC of the European Parliament and of the Council of 17 June 2008 on the
interoperability of the rail system within the Community[39] and its implementing measures
in order to achieve the interoperability of the comprehensive network;

(c)
railway infrastructure complies with the
requirements of the technical specification for Interoperability (TSI) adopted
pursuant to Article 6 of Directive 2008/57/EC for new and upgraded lines,
except in duly justified cases, where allowed by the relevant TSI or under the
procedure provided for in Article 9 of Directive 2008/57/EC. In any case, the
railway infrastructure shall comply with the following requirements:

(1)
nominal track gauge for new railway lines:
1 435 mm[40];

(2)
electrification;

(3)
lines which are used by conventional freight
trains[41]:
22,5 t axle load, and 750 m train length;

(4)
maximum gradients for new lines which are to be
used by conventional freight trains: 12,5 mm/m.[42]

Article 14
Framework for priority infrastructure development

Member States and other project promoters,
when promoting projects of common interest and in addition to the priorities
set out in Article 10, shall give particular consideration to:

(a)
deploying ERTMS;

(b)
mitigating the impact of noise caused by rail
transport;

(c)
achieving standards higher than those set out as
minimum requirements in the technical specifications, as described in Article
13.

Section 2
Inland waterways transport infrastructure

Article 15
Maps

Inland waterways and inland ports which
form part of the comprehensive network are indicated on the maps in Annex I.

Article 16
Infrastructure components

1.
Inland waterways infrastructure comprises in
particular:

(a)
rivers;

(b)
canals;

(c)
lakes;

(d)
related infrastructure such as locks, elevators,
bridges, reservoirs;

(e)
inland ports including     the infrastructure
necessary for transport operations within the port area;

(f)
associated equipment;

(g)
ITS.

2.
Inland ports shall have an annual freight
transhipment volume exceeding 500 000 tonnes. The total annual freight
transhipment volume is based on the latest available three-year average, as
published by Eurostat.

3.
Port-associated equipment shall enable in
particular propulsion and operating systems which reduce pollution, energy
consumption and carbon intensity. It includes waste reception facilities.

Article 17
Transport infrastructure requirements

1.
Within the sphere of their responsibility,
Member States, port operators and infrastructure managers shall ensure that
inland ports are connected with the road or rail infrastructure of the
comprehensive network.

2.
Port operators shall ensure that any inland port
offers at least one freight terminal open to all operators in a non-discriminatory
way and apply transparent charges.

3.
Within the sphere of their responsibility,
Member States and infrastructure managers shall ensure that:

(a)
rivers, canals and lakes comply with the minimum
requirements for class IV waterways as laid down in the European Agreement on
Main Inland Waterways of International Importance (AGN) on the new
classification of inland waterways[43]
and ensure continuous bridge clearance.

(b)
rivers, canals and lakes are equipped with RIS.

Article 18
Framework for priority infrastructure development

Member States and other project promoters,
when promoting projects of common interest and in addition to the priorities
set out in Article 10, shall give particular consideration to:

(a)
for existing inland waterways: implementing
measures necessary to reach the standards of the inland waterways class IV;

(b)
where appropriate, achieving higher standards
than inland waterways class IV, to meet market demands;

(c)
implementing ITS, including RIS;

(d)
connecting inland port infrastructure to railway
transport infrastructure.

Section 3
Road transport infrastructure

Article 19
Maps

Roads which form part of the comprehensive
network are indicated on the maps in Annex I.

Article 20
Infrastructure components

1.
Road transport infrastructure comprises in
particular:

(a)
high quality roads, including

(i)      bridges;

(ii)      tunnels;

(iii)     junctions;

(iv)     crossings;

(v)     interchanges;

(b)
parking areas;

(c)
associated equipment;

(d)
ITS;

(e)
freight terminals and logistic platforms;

(f)
bus stations.

2.
The high quality roads referred to in point (a)
of paragraph 1 are those which play an important role in long-distance freight
and passenger traffic, integrate the main urban and economic centres,
interconnect with other transport modes and link landlocked and peripheral NUTS
2 regions to central regions of the Union.

3.
High-quality roads shall be specially designed
and built for motor traffic, and shall be either motorways or express roads.

(a)
A motorway is a road specially designed and
built for motor traffic, which does not serve properties bordering on it, and
which :

(i)      is provided, except at special points
or temporarily, with separate carriageways for the two directions of traffic,
separated from each other by a dividing strip not intended for traffic, or,
exceptionally, by other means;

(ii)      does not cross at level with any
road, railway or tramway track, or footpath; and

(iii)     is especially sign-posted as a
motorway.

(b)
An express road is a road reserved for motor
traffic accessible from interchanges or controlled junctions only and which:

(i)      prohibits stopping and parking on the
running carriageway; and

(ii)      does not cross at level with any
railway or tramway track, or footpath.

4.
Equipment associated with roads shall include in
particular equipment for traffic management, information and route guidance,
for the levying of user charges, for safety, for reducing negative
environmental effects, for refuelling or recharging of vehicles with
alternative drives, and for secure parking areas for commercial vehicles.

Article 21
Transport infrastructure requirements

Within the sphere of their responsibility,
Member States and infrastructure managers shall ensure that:

(a)
Roads correspond to the provisions of Article
20(3).

(b)
The safety of road transport infrastructure is
assured, monitored and, when necessary, improved according to the procedure
provided for by Directive 2008/96/EC of the European Parliament and of the
Council of 19 November 2008 on road infrastructure safety management[44].

(c)
Road tunnels with length of over 500 m comply
with Directive 2004/54/EC of the European Parliament and of the Council of 29
April 2004 on minimum safety requirements for tunnels in the trans-European
road network[45].

(d)
The interoperability of toll collection systems
is ensured in accordance with Directive 2004/52/EC of the European Parliament
and of the Council of 29 April 2004 on the interoperability of electronic road
toll systems in the Community[46]
and by Commission Decision 2009/750/EC of 6 October 2009 on the definition of
the European Electronic Toll Service and its technical elements[47].

(e)
Intelligent transport systems of the road
transport infrastructure complying with Directive 2010/40/EU of the European
Parliament and of the Council of 7 July 2010 on the framework for the
deployment of Intelligent Transport Systems in the field of road transport and
for interfaces with other modes of transport[48]
are deployed.

Article 22
Framework for priority infrastructure development

Member States and other project promoters,
when promoting projects of common interest and in addition to the priorities
set out in Article 10, shall give particular consideration to:

(a)
use of ITS, in particular multi-modal
information and traffic management and to enable integrated communication and
payment systems;

(b)
introduction of new technologies and innovation
for promoting low carbon transport;

(c)
provision of secure parking areas;

(d)
promotion of road safety.

Section 4
Maritime transport infrastructure

Article 23
Maps

Maritime ports which form part of the
comprehensive network are indicated on the maps in Annex I.

Article 24
Infrastructure components

1.
Maritime transport infrastructure comprises in particular:

(a)
maritime space;

(b)
sea canals;

(c)
maritime ports, including the infrastructure
necessary for transport operations within the port area;

(d)
navigational aids;

(e)
port approaches;

(f)
motorways of the sea;

(g)
associated equipment;

(h)
ITS.

2.
Maritime ports shall be entry and exit points
for the land infrastructure of the comprehensive network. They shall meet at
least one of the following criteria:

(a)
The total annual passenger traffic volume exceeds
0,1 % of the total annual passenger traffic volume of all maritime ports of the
Union. The reference amount for this total volume is the latest available
three-year average, based on the statistics published by Eurostat.

(b)
The total annual cargo volume – either for bulk
or for non-bulk cargo handling – exceeds 0,1% of the corresponding total annual
cargo volume handled in all maritime ports of the Union. The reference amount
for this total volume is the latest available three-year average, based on the
statistics published by Eurostat.

(c)
The maritime port is located on an island and
provides the sole point of access to a NUTS 3 region in the comprehensive
network.

(d)
The maritime port is located in an outermost
region or a peripheral area, outside a radius of 200 km from the nearest other
port in the comprehensive network.

3.
Equipment associated with maritime transport
infrastructure shall include in particular equipment for ice breaking,
hydrological surveys, and dredging and maintenance of the port and port
approaches.

Article 25
Motorways of the sea

1.
Motorways of the sea represent the maritime
dimension of the trans-European transport network. They shall consist of
short-sea routes, ports, associated maritime infrastructure and equipment, and
facilities enabling short-sea shipping or sea-river services between at least
two ports, including hinterland connections, in at least two different Member
States. Motorways of the sea shall include:

(a)
maritime links between maritime ports of the
comprehensive network;

(b)
port facilities, information and communication
technologies (ICT) such as electronic logistics management systems, safety and
security and administrative and customs procedures in at least one Member
State;

(c)
infrastructure for direct land and sea access.

2.
Projects of common interest for motorways of the
sea in the trans-European transport network shall be proposed by at least two
Member States. They shall take one of the following forms:

(a)
be the maritime component of a core network
corridor as defined in Article 49, or constitute the maritime component between
two core network corridors;

(b)
constitute a maritime link and its hinterland
connections within the core network between two or more core network ports;

(c)
constitute a maritime link and its hinterland
connections between a core network port and ports of the comprehensive network,
with a special focus on the hinterland connections of the core and
comprehensive network ports.

3.
Projects of common interest for motorways of the
sea in the trans-European transport network may also include activities that
have wider benefits and are not linked to specific ports, such as activities
for improving environmental performance, making available facilities for
ice-breaking, activities ensuring year-round navigability, dredging operations,
alternative fuelling facilities, as well as the optimisation of processes,
procedures and the human element, ICT platforms and information systems,
including traffic management and electronic reporting systems.

Article 26
Transport infrastructure requirements

1.
Within the sphere of their responsibility,
Member States, port operators and infrastructure managers shall ensure that:

(a)
Maritime ports are connected with railway lines,
roads and, where possible, inland waterways of the comprehensive network,
except in Malta and Cyprus for as long as no railway system is established
within their territory.

(b)
Any maritime port offers at least one terminal
open to all operators in a non-discriminatory way and apply transparent
charges.

(c)
Sea canals, port fairways and estuaries connect
two seas, or provide access from the sea to maritime ports and correspond at
least to inland waterway class VI.

2.
Port operators shall ensure that ports include
equipment necessary to ensure the environmental performance of ships in ports,
in particular reception facilities for ship generated waste and cargo residues
in accordance with Directive 2000/59/EC of the European Parliament and of the
Council of 27 November 2000 on port reception facilities for ship-generated
waste and cargo residues[49].

3.
Member States shall implement VTMIS as provided
for in Directive 2002/59/EC.

Article 27
Framework for priority infrastructure development

Member States and other project promoters,
when promoting projects of common interest and in addition to the priorities
set out in Article 10, shall give particular consideration to:

(a)
promoting motorways of the sea including short
sea shipping;

(b)
interconnection of maritime ports with inland
waterways;

(c)
implementation of VTMIS and e Maritime services.

Section 5
Air transport infrastructure

Article 28
Maps

Airports which form part of the
comprehensive network are indicated on the maps in Annex I.

Article 29
Infrastructure components

1.
Air transport infrastructure comprises in particular:

(a)
air space, routes and airways;

(b)
airports;

(c)
associated equipment;

(d)
ITS.

2.
Airports shall comply with one of the following
criteria:

(a)
For passenger airports:

(i)      the total annual passenger traffic is
at least 0,1 % of the total annual passenger volume of all airports of the
Union. The total annual passenger volume is based on the latest available
three-years average, as published by Eurostat;

(ii)      the volume threshold of 0,1 % does
not apply if the airport is situated outside a radius of 100 km from the
nearest airport in the comprehensive network, or outside a radius of 200 km if
the region in which it is situated is provided with a high-speed railway line.

(b)
For cargo airports the total annual cargo volume
is at least 0,2 % of the total annual cargo volume of all airports of the
Union. The total annual cargo volume is based on the latest available
three-year average, as published by Eurostat.

Article 30
Transport infrastructure requirements

1.
Within the sphere of their responsibility,
Member States and airport operators shall ensure that any airport offers at
least one terminal open to all operators in a non-discriminatory way and apply
transparent charges.

2.
Within the sphere of their responsibility,
Member States, airport operators and air carriers shall ensure that common
basic standards for safeguarding civil aviation against acts of unlawful
interference, as adopted by the Union in accordance with Regulation (EC) No
300/2008 of the European Parliament and of the Council of 11 March 2008 on
common rules in the field of civil aviation security and repealing Regulation
(EC) No 2320/2002[50],
apply to the air transport infrastructure of the comprehensive network.

3.
Within the sphere of their responsibility,
Member States, airport operators and air carriers shall ensure that
infrastructure for air traffic management enables the implementation of the
Single European Sky, in accordance with Regulation (EC) No 549/2004 of the
European Parliament and of the Council of 10 March 2004 laying down the
framework for the creation of the single European sky (the framework
Regulation)[51],
Regulation (EC) No 550/2004 of the European Parliament and of the Council of
10 March 2004 on the provision of air navigation services in the single
European sky (the service provision Regulation)[52], Regulation (EC) No 551/2004
of the European Parliament and of the Council of 10 March 2004 on the
organisation and use of the airspace in the single European sky (the airspace
Regulation)[53]
and Regulation (EC) No 552/2004 of the European Parliament and of the Council
of 10 March 2004 on the interoperability of the European Air Traffic
Management network (the interoperability Regulation)[54] in order to improve the
performance and sustainability of the European aviation system, of implementing
rules and of Union specifications.

Article 31
Framework for priority infrastructure development

Member States and other project promoters,
when promoting projects of common interest and in addition to the priorities
set out in Article 10, shall give particular consideration to:

(a)
optimise existing infrastructure;

(b)
increase airport capacity;

(c)
support the implementation of the Single
European Sky and of air traffic management systems, in particular those
deploying SESAR.

Section 6
Infrastructure for multimodal transport

Article 32
Maps

Freight terminals and logistic platforms
which form part of the comprehensive network are indicated on the maps in Annex
I.

Article 33
Infrastructure components

Freight terminals or logistic platforms
shall comply with at least one of the following criteria:

(a)
 its total transhipment of freight exceeds the
quantitative threshold for maritime ports set in Article 24;

(b)
 where there is no freight terminal or logistic
platform complying with point (a) in a NUTS 2 region, it is the main freight
terminal or logistic platform designated by the Member State concerned, linked
at least to roads and railways for that NUTS 2 region.

Article 34
Transport infrastructure requirements

1.
Within the sphere of their responsibility,
Member States, operators of freight terminals, ports and airports, and
infrastructure managers shall ensure that:

(a)
transport modes are connected in any of the
following places: freight terminals, passenger stations, inland ports,
airports, maritime ports, in order to allow multimodal transport of freight and
passengers.

(b)
Without prejudice to the applicable provisions
laid down in Union and national law, freight terminals and logistic platforms,
inland and maritime ports as well as airports handling cargo are equipped for
the provision of information flows within this infrastructure and between the
transport modes along the logistic chain. Such systems shall in particular
enable real time information on available infrastructure capacity, traffic
flows and positioning, tracking and tracing, and ensure safety and security
throughout multi-modal journeys.

(c)
Without prejudice to the applicable provisions
laid down in Union and national law, continuous passenger traffic across the
comprehensive network shall be facilitated through appropriate equipment and
the availability of ITS in railway stations, bus stations, airports and where
relevant maritime and inland waterway ports.

2.
Freight terminal operators shall ensure that
freight terminals are equipped with cranes, conveyors and other devices for
moving freight between different transport modes and for the positioning and
storage of freight.

Article 35
Framework for priority infrastructure development

Member States and other project promoters,
when promoting projects of common interest and in addition to the priorities
set out in Article 10, shall give particular consideration to:

(a)
providing for effective interconnection and
integration of the infrastructure of the comprehensive network, including
through access infrastructure where necessary and through freight terminals and
logistic platforms;

(b)
removing the main technical and administrative
barriers to multimodal transport;

(c)
developing a smooth flow of information between
the transport modes and enabling the provision of multimodal and single-mode
services across the trans-European transport system, including the related
communication, payment, ticketing and commercialisation services.

Section 7
Common provisions

Article 36
Urban nodes

Member States and other project promoters,
when developing the comprehensive network in urban nodes shall aim to ensure:

(a)
for passenger transport: interconnection between
rail, air and, as appropriate, inland waterway, road and maritime
infrastructure of the comprehensive network;

(b)
for freight transport: interconnection between
rail and, as appropriate, inland waterway, air, maritime and road
infrastructure of the comprehensive network;

(c)
adequate connection between different railway
stations or airports of the comprehensive network within an urban node;

(d)
seamless connection between the infrastructure
of the comprehensive network and the infrastructure for regional and local
traffic, including logistic consolidation and distribution centres;

(e)
bypassing of urban areas for road transport to
facilitate long-distance traffic flows on the comprehensive network;

(f)
bypassing of urban areas for rail freight
transport;

(g)
promotion of efficient low-noise and low-carbon
urban freight delivery.

Article 37
ITS

1.
ITS shall enable traffic management and the
exchange of information within and between transport modes for multi-modal
transport operations and value added transport-related services, improving
safety, security and environmental performance.

2.
ITS shall facilitate seamless connection between
the infrastructure of the comprehensive network and the infrastructure for
regional and local transport.

3.
ITS associated with transport modes shall in
particular include:

–
for railways: ERTMS;

–
for inland waterways: River Information Services
and e-Maritime services;

–
for road transport: ITS in accordance with
Directive 2010/40/EU;

–
for maritime transport: VTMIS and e-Maritime
services;

–
for air transport: air traffic management
systems, in particular those resulting from SESAR.

Article 38
Freight transport services

The Union, Member States and other project
promoters shall pay particular attention to projects of common interest which
provide efficient freight transport services that use the infrastructure of the
comprehensive network and contribute to reducing carbon dioxide emissions.
These projects shall in particular aim to:

(a)
improve sustainable use of transport
infrastructure, including its efficient management;

(b)
promote the deployment of innovative transport
services or new combinations of proven existing transport services, including
through the application of ITS and the establishment of relevant governance
structures;

(c)
facilitate multi-modal transport service
operations and improve cooperation between transport service providers;

(d)
stimulate resource and carbon efficiency,
notably in the fields of vehicle traction, driving/steaming, systems and
operations planning, resource sharing and cooperation;

(e)
analyse, provide information on and monitor
markets, fleet characteristics and performance, administrative requirements and
human resources.

Article 39
New technologies and innovation

The comprehensive network shall keep up
with state-of-the-art technological developments and deployments. They shall in
particular aim to:

(a)
enable the decarbonisation of transport through
transition to innovative transport technologies;

(b)
enable the decarbonisation of all transport modes
by stimulating energy efficiency as well as the introduction of alternative
propulsion systems and the provision of corresponding infrastructure. Such
infrastructure may include grids and other facilities necessary for the energy
supply, take account of the infrastructure – vehicle interface and encompass
intelligent transport systems;

(c)
improve the safety and sustainability of the
movement of persons and goods;

(d)
improve the operation, accessibility,
interoperability, multimodality and efficiency of the network, including
multimodal ticketing;

(e)
promote measures to reduce external costs, such
as pollution of any kind, including noise, congestion and health damage;

(f)
introduce security technology and compatible
identification standards on the networks;

(g)
improve resilience to climate change;

(h)
further advance the development and deployment
of intelligent transport systems within and between modes of transport.

Article 40
Safe and secure infrastructure

Member States and other project promoters
shall give due consideration to ensure that transport infrastructure provides
for a high degree of safety and security for passenger and freight movements.

Article 41
Climate change proven infrastructure and disaster resilience

During infrastructure planning, Member
States and other project promoters shall give due consideration to the risk
assessments and adaptation measures adequately improving the resilience to
climate change, in particular in relation to precipitation, floods, storms,
high temperature and heat waves, droughts, sea level rise and coastal surges,
in compliance with any requirement which may be set out in relevant Union
legislation.

Where appropriate, due consideration should
also be given to the resilience of infrastructure to natural or man-made
disasters in compliance with any requirement which may be set out in relevant
Union legislation.

Article 42
Environmental protection

Member States and other project promoters
shall carry out environmental assessment of plans and projects in particular as
provided in Council Directives 85/337/EEC of 27 June 1985 on the assessment of
the effects of certain public and private projects on the environment[55] and 92/43/EEC of 21 May 1992
on the conservation of natural habitats and of wild fauna and flora[56], and Directives of the
European Parliament and of the Council: 2000/60/EC of 23 October 2000
establishing a framework for Community action in the field of water policy[57], 2001/42/EC of 27 June 2001 on
the assessment of the effects of certain plans and programmes on the environment[58], and 2009/147/EC of 30
November 2009 on the conservation of wild birds[59] in order to avoid or, when not
possible, mitigate or compensate for negative impacts on the environment, such
as to landscape fragmentation, soil sealing, air and water pollution as well as
noise, and to effectively protect biodiversity.

Article 43
Accessibility for all users

Transport infrastructure shall allow
seamless mobility and accessibility for all users, in particular elderly
people, persons of reduced mobility and disabled passengers.

CHAPTER III

THE CORE NETWORK

Article 44
Identification of the core network

1.
The core network shall consist of those parts of
the comprehensive network which are of the highest strategic importance for
achieving the objectives of the trans-European transport network policy. The
core network shall in particular contribute to coping with increasing mobility
and to the development of a low-carbon transport system.

2.
The core network shall be interconnected in
nodes and provide for connections with neighbouring countries' transport
infrastructure networks.

3.
The transport infrastructures constituting the
core network are indicated in the corresponding maps of the comprehensive
network in Annex I.

Article 45
Requirements

1.
The core network shall reflect evolving traffic
demand and the need for multi-modal transport. State-of-the-art technologies
and regulatory and governance measures for managing the infrastructure use
shall be taken into account in order to ensure resource-efficient use of
transport infrastructure and to provide for sufficient capacity.

2.
The infrastructure of the core network shall
meet all the requirements set out in Chapter II without exception. In addition,
the following requirements shall also be met by the infrastructure of the core network::

(a)
for railway transport infrastructure:

–
full electrification of the railway lines;

–
lines with regular freight traffic: at least
22.5 t axle load, 100 km/h line speed and 750 m train length;

(b)
for inland navigation and maritime transport
infrastructure:

–
availability of alternative clean fuels;

(c)
for road transport infrastructure:

–
the development of rest areas approximately
every 50 kilometres on motorways in order inter alia to provide sufficient
parking space for commercial road users with an appropriate level of safety and
security;

–
availability of alternative clean fuels;

(d)
for air transport infrastructure:

–
capacity to make available alternative clean
fuels.

Article 46
Development of the core network

1.
The transport infrastructure included in the
core network shall be developed in accordance with the corresponding provisions
of Chapter II.

2.
Projects of common interest contributing to the
completion of the core network shall be implemented as a priority.

3.
Without prejudice to Article 47(2) and (3), the
Member States shall ensure the core network is completed and complies with the
provisions of this Chapter by 31 December 2030 at the latest.

Article 47
Nodes of the core network

1.
The nodes of the core network are set out in
Annex II and include:

–
urban nodes, including their ports and airports;

–
maritime ports;

–
border crossing points to neighbouring
countries.

2.
Maritime ports indicated in Part 2 of Annex II
shall be connected with the railway and road transport infrastructure of the
trans-European transport network by 31 December 2030 at the latest, except in
duly justified cases.

3.
The main airports indicated in Part 1b of Annex
II shall be connected with the railway and road transport infrastructure of the
trans-European transport network by 31 December 2050 at the latest. Taking into
account potential traffic demand, such airports shall be integrated into the
high speed rail network wherever possible.

CHAPTER IV

IMPLEMENTATION OF THE CORE NETWORK
THROUGH CORE NETWORK CORRIDORS

Article 48
General purpose of core network corridors

1.
Core network corridors are an instrument to
facilitate the coordinated implementation of the core network. Core network
corridors shall be based on modal integration, interoperability, as well as on
a coordinated development and management of infrastructure, in order to lead to
resource-efficient multimodal transport.

2.
Core network corridors shall provide for a
coordinated approach with regard to infrastructure use and investments, so as
to manage capacities in the most efficient way. Multimodal infrastructure
within core network corridors shall be built and coordinated, wherever needed,
in a way that optimises the use of each transport mode and their cooperation.
The core network corridors shall support the comprehensive deployment of interoperable
traffic management systems.

Article 49
Definition of core network corridors

1.
Core network corridors consist of parts of the
core network. They shall involve at least three transport modes and cross at
least three Member States. They cover the most important cross-border
long-distance flows in the core network.

2.
In duly justified cases the core network
corridor may involve only two transport modes.

3.
Core network corridors shall include maritime
ports and its accesses, except in duly justified cases.

Article 50
List of core network corridors

1.
Each Member State shall participate in at least
one core network corridor.

2.
The list of core network corridors is set out in
Annex I to Regulation (EU) No XXX/2012 of ... [Connecting Europe Facility].

Article 51
Coordination of core network corridors

1.
In order to facilitate the coordinated
implementation of core network corridors, the Commission shall designate, after
consultation with the Member States concerned, and after having consulted the
European Parliament, persons called "European Coordinator".

2.
The European Coordinator shall be chosen, in
particular, on the basis of his/her experience of European institutions and
knowledge of issues relating to the financing and the socio-economic and
environmental evaluation of major projects.

3.
The Commission decision designating the European
Coordinator shall specify how the tasks referred to in paragraph 5 are to be
performed.

4.
The European Coordinator shall act in the name
and on behalf of the Commission. The remit of the European Coordinator shall
relate to a single core network corridor. The European Coordinator shall draw
up together with the Member States concerned a work plan for the activities to
be fulfilled.

5.
The European Coordinator shall:

(a)
lead the coordinated implementation of the core
network corridor in order to enable respect of the timeline set in the
implementing decision for the individual core network corridor;

(b)
report to the Member States, to the Commission
and, as appropriate, to all other entities directly involved in the development
of the core network corridor on any difficulties encountered and contribute to
finding appropriate solutions;

(c)
draw up a report every year for the European
Parliament, the Commission and the Member States concerned on the progress
achieved in implementing the core network corridor;

(d)
consult, in cooperation with the Member States
concerned, in particular regional and local authorities, infrastructure
managers, transport operators, transport users and, as appropriate, other
public and private entities, with a view to gaining a fuller knowledge of the
demand for transport services, the possibilities of investment funding and
financing and steps to be undertaken and the conditions to be met in order to
facilitate access to such funding or financing.

6.
The Member States concerned shall cooperate with
the European Coordinator and give the Coordinator the information required to
perform the tasks referred to in paragraph 5.

7.
Without prejudice to the applicable procedures
laid down in Union and national law, the Commission may request the opinion of
the European Coordinator when examining applications for Union funding for core
network corridors for which the European Coordinator is responsible.

Article 52
Governance of core network corridors

1.
For each core network corridor, the Member
States concerned shall establish a corridor platform responsible for defining
the general objectives of the core network corridor and for preparing and
supervising the measures referred to in Article 53(1).

2.
The corridor platform shall be composed of the
representatives of the Member States concerned and, as appropriate, other
public and private entities. In any case, the relevant infrastructure managers
as defined in Directive 2001/14/EC of the European Parliament and of the
Council of 26 February 2001 on the allocation of railway infrastructure
capacity and the levying of charges for the use of railway infrastructure[60] shall participate in the
corridor platform.

3.
The European Coordinator shall chair the
corridor platform.

4.
The corridor platform may be established as a
permanent legal entity, such as a European Economic Interest Group.

5.
The establishment of corridor platforms is
without prejudice to the principle that the beneficiary of Union financial
support has the final responsibility for the implementation of the projects.

Article 53
Corridor development plan

1.
For each core network corridor, the Member
States concerned, in cooperation with the corridor platform, shall jointly draw
up and notify to the Commission a corridor development plan within six months
after entry into force of this Regulation. This plan shall include in
particular:

(a)
a description of the characteristics of the core
network corridor, including bottlenecks;

(b)
the objectives for the core network corridor in
particular in terms of performance expressed as the quality of the service, its
capacity and its compliance with the requirements set out in Chapter II;

(c)
the programme of measures necessary for
developing the core network corridor;

(d)
a multimodal transport market study;

(e)
an implementation plan including:

–
a deployment plan relating to interoperable
traffic management systems on multi-modal freight corridors without prejudice
to the applicable Union legislation;

–
a plan for the removal of physical, technical,
operational and administrative barriers between and within transport modes and
for the enhancement of efficient multimodal transport and services;

–
measures to improve the administrative and
technical capacity to conceive, plan, design, procure, implement and monitor
projects of common interest;

–
risk assessment, including the possible impacts
of climate change on the infrastructure and where appropriate proposed measures
to enhance climate resilience;

–
measures to be taken in order to mitigate
greenhouse gas emissions;

(f)
an investment plan, to be updated regularly,
including:

–
the list of projects for the extension, renewal
or redeployment of transport infrastructure referred to in Article 2(2) for
each of the transport modes involved in the core network corridor;

–
the related financial plan, with the various
sources envisaged for funding and financing, at international, national,
regional, local and Union level, including, whenever possible, earmarked
cross-financing systems as well as private capital, together with the amount of
commitments already made and, where applicable, reference to the contribution
of the Union envisaged under the Union's financial programmes.

2.
Based on the corridor development plan provided
by Member States concerned, the Commission shall deliver its opinion.

3.
In order to support the implementation of the
core network corridors, the Commission may adopt implementing decisions for
core network corridors. These decisions may:

(a)
include the investment planning, the related
costs and implementation timeline, estimated as necessary to implement the core
network corridors in line with the objectives of this Regulation;

(b)
define all measures aimed at reducing external
costs, in particular greenhouse gas emissions and noise, and aimed at promoting
the introduction of new technologies in traffic and capacity management;

(c)
provide for other measures which are necessary
for the implementation of the corridor development plan and for the efficient
use of the core network corridor infrastructure.

Those implementing acts shall be adopted in
accordance with the advisory procedure referred to in Article 55(2).

CHAPTER V

COMMON PROVISIONS

Article 54
Updating and reporting

1.
Member States shall inform the Commission
continuously through the interactive geographical and technical information
system for the trans-European transport network (TENtec), about the progress
made in implementing projects of common interest and the investments made for
this purpose.

Member States shall provide the Commission with
abstracts of national plans and programmes which they are drawing up with a
view to develop the trans-European transport network, in particular in relation
to the core network. Once adopted, the Member States shall send the national
plans and programmes to the Commission for information.

2.
Every two years starting from the entry into
force of this Regulation and after consultation of the Committee referred to in
Article 54, the Commission shall publish a progress report on the
implementation of the guidelines, which shall be submitted to the European
Parliament, the Council, the European Economic and Social Committee and the
Committee of the Regions.

3.
The Commission shall be empowered to adopt
delegated acts in accordance with Article 56 concerning the adaptation of Annexes
I, II and III to take account of possible changes resulting from the
quantitative thresholds laid down in Articles 16, 24, 29 and 33. When adapting
the Annexes, the Commission shall:

(a)
include logistic platforms, freight terminals,
inland ports, maritime ports and airports in the comprehensive network, if it
is demonstrated that the latest two-year average of their traffic volume
exceeds the relevant threshold;

(b)
exclude logistic platforms, freight terminals,
inland ports, maritime ports and airports from the comprehensive network, if it
is demonstrated that the average of their traffic volume over the last six
years is below the relevant threshold;

(c)
adjust the maps for road, railway and inland
waterway infrastructure so as to reflect progress in completing the network. In
adjusting those maps, the Commission shall not admit any adjustment in route
alignment beyond that which is allowed by the relevant project authorization
procedure.

The adaptations under points (a) and (b) shall
be based on the latest available statistics published by Eurostat.

4.
Projects of common interest concerning
infrastructure which is newly included in the trans-European transport network
shall be eligible for the purposes of Article 7(5) as of the date of entry into
force of the delegated acts pursuant to paragraph 3.

Projects of common interest concerning
infrastructure which have been excluded from the trans-European transport
network shall not be eligible anymore as of the date of entry into force of the
delegated acts pursuant to paragraph 3. The end of eligibility shall not affect
financing or grant decisions taken by the Commission before this date.

Article 55
Committee

1.
The Commission shall be assisted by a committee.
That committee shall be a committee within the meaning of Regulation (EU) No
182/2011.

2.
Where reference is made to this paragraph,
Article 4 of Regulation (EU) No 182/2011 shall apply.

Article 56
Exercise of delegation

1.
The power to adopt delegated acts is conferred
on the Commission subject to the conditions laid down in this Article.

2.
The power to adopt delegated acts referred to in
Article 54(3) shall be conferred on the Commission for an unlimited period from
[date of entry into force of the Regulation].

3.
The delegation of powers referred to in the
Article 54(3) may be revoked at any time by the European Parliament or by the
Council. A decision to revoke shall put an end to the delegation of the power
specified in that decision. It shall take effect the day following the
publication of the decision in the Official Journal of the European Union
or at a later date specified therein. It shall not affect the validity of any
delegated acts already in force.

4.
As soon as it adopts a delegated act, the
Commission shall notify it simultaneously to the European Parliament and to the
Council.

5.
A delegated act adopted pursuant to the Article
54(3) shall enter into force only if no objection has been expressed either by
the European Parliament or by the Council within a period of two months of the
notification of that act to the European Parliament and the Council or if,
before the expiry of that period, the European Parliament and the Council have
both informed the Commission that they will not object. That period shall be
extended by two months at the initiative of the European Parliament or of the
Council.

Article 57
Review

By 31 December 2023 at the latest, the
Commission shall carry out a review of the implementation of the core network,
evaluating compliance with the provisions laid down in this Regulation and the
progress in implementation.

Article 58
Single Contact Authority

Member States may appoint a Single Contact
Authority for facilitating and co-ordinating the permitting process for
projects of common interest, in particular cross-border projects, in accordance
with the relevant Union acquis.

Article 59
Delay in completion of the core network

1.
In the event of a significant delay in starting
or completing work on the core network, the Commission shall request the Member
States concerned to provide the reasons for the delay within three months. On
the basis of the reply given, the Commission shall consult the Member States
concerned in order to resolve the problem leading to the delay.

2.
The Commission may, as part of its active
monitoring of the implementation of the core network and having due regard to
the principle of proportionality and subsidiarity, decide to take appropriate
measures.

3.
The European Parliament and the Member States
shall be informed immediately of any measure taken.

Article 60
Compatibility with Union law and Union policies

Actions taken under this Regulation shall
take into account any relevant Union policies, in particular those relating to
competition, market access, the protection of the environment, health,
sustainable development, and public procurement.

Article 61
Promotion and evaluation

The Commission shall promote and evaluate
the advancement of the trans-European transport network policy and its overall
implementation.

Article 62
Repeal

Decision No 661/2010/EU is repealed.

For all financing decisions based on
Regulation (EC) No 680/2007[61],
Decision No 611/2010/EU shall continue to apply.

Article 63
Entry into force

This Regulation shall enter into force on
the twentieth day following that of its publication in the Official Journal
of the European Union.

This Regulation shall be binding
in its entirety and directly applicable in all Member States.

Done at Brussels,

For the European Parliament                       For
the Council

The President                                                 The
President

[1]               Decision No 1692/96 of the European Parliament and of
the Council of 23 July 1996 on Community guidelines for the development of the
trans-European transport network, OJ L 228, 9.9.1996, p. 1.

[2]               Decision No 884/2004/EC of the European Parliament
and of the Council of 29 April 2004 amending Decision No 1692/96/EC on
Community guidelines for the development of the trans-European transport
network, OJ L 201, 7.6.2004, p. 1.

[3]               Regulation (EC) No 680/2007 of the European
Parliament and of the Council of 20 June 2007 laying down general rules for the
granting of Community financial aid in the field of trans-European transport
and energy networks, OJ L 162, 22.6.2007, p. 1.

[4]               Decision No 661/2010/EU of the European Parliament
and of the Council of 7 July 2010 on Union Guidelines for the development of
the trans-European transport network (recast), OJ L L 204, 5.8.2010, p. 1.

[5]               COM(2011) 144.

[6]               Regulation (EU) No 913/2010 of 22 September 2010 of
the European Parliament and of the Council concerning a European rail network
for competitive freight, OJ L 276, 20.10.2010, p. 22.

[7]               See section 3.1: "Transport infrastructure:
territorial cohesion and economic growth" of Annex 1 to the White Paper.

[8]               COM(2010) 245 final/2.

[9]               COM(2011) 206 final.

[10]             COM(2010) 2020 final.

[11]             "TEN-T: A policy review. Towards a better
integrated trans-European transport network at the service of the Common
Transport Policy", COM (2009) 44 final.

[12]             The fields covered by the expert groups are: the
structure of a comprehensive and core network and the methodology for TEN-T
planning, integration of transport policy into TEN-T planning, intelligent
transport systems and new technologies within the framework of the TEN-T, TEN-T
and connections outside the EU, TEN-T financing, TEN-T legal and non-financial
aspects.

[13]             Consultation on the future
trans-European transport network policy", COM(2010) 212 final.

[14]             "The New Trans-European Transport Network Policy.
Planning and implementation issues", SEC(2011) 101.

[15]             The detailed methodology has
been published in the Commission Staff Working Document "The New
Trans-European Transport Network Policy – Planning and Implementation
Issues" in January 2011. It has been subject to minor adjustments
regarding issues which were raised at a Transport Ministers' meeting on 7/8
February 2011 and at meetings with high-level representatives of all EU Member
States.

[16]             In Annex III the regional transport networks of these
countries are provided to the extent that they have already been defined. For
neighbourhood countries under the Eastern Partnership, the regional network
will be defined following the work of the Transport Panel under the Eastern
Partnership, building on work carried out in the framework of TRACECA. For the
neighbourhood countries in the South, the regional network will be defined on the
basis of the work undertaken in the framework of the Euro-Mediterranean
Transport Forum.

[17]             COM(2011) 500 final.

[18]             Such coordination could involve among others funding
from the Neighbourhood Investment Facility (NIF) or the Instrument for
Pre-Accession Assistance (IPA)

[19]             OJ C , , p. .

[20]             OJ C , , p. .

[21]             OJ L 228, 9.9.1996, p.1.

[22]             OJ L 204, 5.8.2010. p. 1.

[23]             COM(2011) 144 final.

[24]             COM(2007) 575 final.

[25]             OJ L 276, 20.10.2010, p. 22.

[26]             OJ L 194, 25.7.2009, p. 60.

[27]             Regulation (EU) No XXX/2012 of ... [Connecting Europe
Facility]

[28]             Council Regulation (EC) No 1085/2006 of 17 July 2006
establishing an Instrument for Pre-Accession Assistance (IPA), OJ L 210,
31.7.2006, p. 82.

[29]             COM(2011) 615 final.

[30]             OJ L 55, 28.2.2011, p. 13.

[31]             COM(2004) 106 final.

[32]             OJ L 96, 31.3.2004, p. 26.

[33]             OJ L 64, 2.3.2007, p. 1.

[34]             OJ L 208, 5.8.2002, p. 10.

[35]             OJ L 255, 30.9.2005, p. 152.

[36]             OJ L 284, 16.10.2006, p. 1.

[37]             OJ L 342, 7.12.2006, p. 1.

[38]             OJ L 123, 12.5.2011, p. 11.

[39]             OJ L 191, 18.7.2008, p. 1.

[40]             European standard nominal track gauge as referred to in
technical specification for interoperability on infrastructure, section
4.2.5.1. for the conventional lines (hereafter: CR TSI) of Commission Decision
2011/275/EU of 26 April 2011 concerning a technical specification for
interoperability relating to the ‘infrastructure’ subsystem of the
trans-European conventional rail system, OJ L 126, 14.5.2011, p. 53, and
section 4.2.2. for the high speed lines (hereafter: HS TSI) of Commission
Decision 2008/217/EC of 20 December 2007 concerning a technical specification
for interoperability relating to the ‘infrastructure’ sub-system of the
trans-European high-speed rail system, OJ L 77, 19.3.2008, p. 1.

[41]             See requirements of line category V-F specified in
section 4.2.2. of the CR TSI.

[42]             Requirements for line categories IV-F, IV-M, VI-F and
VI-M as specified in section 4.2.4.3. of the CR TSI.

[43]             European Conference of
Ministers of transports (ECMT), ECMT/CM(92)6/Final.

[44]             OJ L 319, 29.11.2008,
p. 59.

[45]             OJ L 167, 30.4.2004,
p. 39.

[46]             OJ L 166, 30.4.2004,
p. 124.

[47]             OJ L 268, 13.10.2009, p. 11.

[48]             OJ L 207, 6.8.2010, p.
1.

[49]             OJ L 332, 28.11.2000, p. 81.

[50]             OJ L 97, 9.4.2008, p. 72.

[51]             OJ L 96, 31.3.2004, p.
1.

[52]             OJ L 96, 31.3.2004, p.
10.

[53]             OJ L 96, 31.3.2004, p.
20.

[54]             OJ L 96, 31.3.2004, p.
26.

[55]             OJ L 175, 5.7.1985, p. 40.

[56]             OJ L 206, 22.7.1992, p. 7.

[57]             OJ L 327, 22.12.2000, p.1..

[58]             OJ L 197, 21.7.2001, p. 30.

[59]             OJ L 20, 26.1.2010, p. 7.

[60]             OJ L 75, 15.3.2001, p. 29.

[61]             Regulation (EC) No 680/2007 of the European Parliament
and of the Council of 20 June 2007 laying down general rules for the granting
of Community financial aid in the field of trans-European transport and energy
networks, OJ L 162, 22.6.2007, p. 1.