EN    EN EN 
 
EN    EN  COMMISSION OF THE E UROPEAN COMMUNITIES 
Brussels, 20.1.2009 
SEC(2009) 18 
COMMISSION STAFF WORKING DOCUMENT 
 
Accompanying document to the 
REPORT FROM THE COMMISSION TO  THE COUNCIL, THE EUROPEAN 
PARLIAMENT, THE EUROPEAN EC ONOMIC AND SOCIAL COMMITTEE AND 
THE COMMITTEE OF THE REGIONS 
 
ON THE IMPLEMENTATION OF THE TRANS-EUROPEAN TRANSPORT 
NETWORK GUIDELINES 2004 – 2005 
Pursuant to Article 18 of Decision 1692/96/EC 
   
{COM(2009) 5 final} 
 
EN 2   EN ANNEX  
ANNEX 1: IMPLEMENTATION DETAILS  
INTRODUCTION  
Part 1 considers the main developments on the TEN-T modal networ ks as outlined in 
Annex I of the guidelines Decision i.e. roa d, rail, inland waterways, ports, airports 
and combined transport. 
Part 2 looks in more detail at the horizontal  issues of interopera bility, research and 
development, and environmental protection.  
In part 3 there is a general assessment of  the development of the TEN-T during the 
period in question and a more detailed s ection on the TEN-T priority projects.  
The part 4 on Community funding, provides an  overview of the financing of TEN-T 
with particular reference to financial support from the EU during the reference 
period. 
PART  1 
IMPLEMENTATION IN GENERAL  
Total investment in the TEN-T networ k in the EU-27, which amounted to EUR 
101.74 billion in the 2004 – 2005 period (E UR 50.4 billion in 2004 and 51.3 billion 
in 2005),has increased in comparison w ith the investment of 2002 -2003.  
Table 1 shows the investments in TEN-T in frastructure in the years 2004 and 2005 
per country and per mode of transport in millions of EUR and in % of the GDP per 
country. 
 
EN 3   EN Table 1: Investments in the 2004 and 2005 in the TEN-T in millions of EUR per country and per mode including 
the %of investments in GDP 
  Road Railway IWW Airport Port TOTAL GDP 
2004/2005 in % of 
GDP 
Austria 1281,81 2592,10 3,80 344,49 34,95 4257,15 481000,00 0,89% 
Belgium 112,57 1932,78 55,39 43,09 414,51 2558,34 586000,00 0,44% 
Bulgaria 139,98 85,50 0,64 41,68 3,42 271,22 41000,00 0,66% 
Cyprus 42,50 0,00 0,00 5,00 2,45 49,95 25000,00 0,20% 
Czech Republic 1455,00 388,00 0, 00 0,00 5,10 1848,10 185000,00 1,00% 
Denmark 159,75 149,00 0,00 0,00 189,98 498,73 405000,00 0,12% 
Estonia 150,77 83,95 0,00 49,62 86,73 371,07 20000,00 1,86% 
Finland 270,00 583,94 0,00 0,00 334,15 1188,09 305000,00 0,39% 
France 5013,00 3269,00 172,78 61,71 585,94 9102,43 3369000,00 0,27% 
Germany 1568,87 6988,97 1594,08 4,98 309,49 10466,39 4463000,00 0,23% 
Greece 2396,25 795,61  0,00 93,76 0,00 3285,62 349000,00 0,94% 
Hungary 1307,50 520,06 0,00 0,00 0,00 1827,56 169000,00 1,08% 
Ireland 592,00 521,88 0,00 0,00 0,00 1113,88 309000,00 0,36% 
Italy 2876,53 13319,64 0,00 1324,00 371,50 17891,67 2806000,00 0,64% 
Latvia 173,35 113,52 0,00 0,60 39,40 326,87 24000,00 1,36% 
Lithuania 188,72 110,07 0,00 10,85 0,00 309,64 39000,00 0,79% 
Luxemburg 27,50 24,68 0,00 54,50 0,00 106,68 56000,00 0,19% 
Malta 7,89 0,00 0,00 1,00 16,81 25,70 8000,00 0,32% 
Netherlands 2042,32 3900,32 227,65 122,90 291,07 6584,26 991000,00 0,66% 
Poland 2032,55 218,68 0,00 136,83 0,00 2388,06 447000,00 0,53% 
Portugal 1548,20 633,80 0,00 286,51 96,83 2565,34 290000,00 0,88% 
Romania 252,15 101,34 19,70 3,12 14,32 390,63 140000,00 0,28% 
Slovakia 73,33 125,00 0,00 11,56 0,00 209,89 72000,00 0,29% 
Slovenia 604,67 75,89 0,00 0,42 5,92 686,90 53000,00 1,30% 
Spain 1829,99 6040,00 0,00 4381,38 1657,00 13908,37 1741000,00 0,80% 
Sweden 455,00 1610,00 0,00 121,00 150,84 2336,84 570000,00 0,41% 
 
EN 4   EN United Kingdom 658,36 14402,60 0,00 2110,00 0,00 17170,96 3525000,00 0,49% 
Croatia 1481,00 39,37 0,38 12,32 21,36 1554,43 59000,00 2,63% 
Turkey 1828,38 1295,70 0,00 351,88 6,24 3482,20 533000,00 0,65% 
Total EU-15 20832,15 56764,32 2053,70 8948,32 4436,26 93034,75 20246000,00 0,46% 
Total EU-25 26868,43 58399,49 2053,70 9164,20 4592,67 101078,49 21288000,00 0,47% 
Total EU-27 27260,56 58586,33 2074,04 9209,00 4610,41 101740,34 21469000,00 0,47% 
 
 
EN 5   EN IMPLEMENTATION BY MODE AND SECTOR  
This section examines the main developments of  the TEN-T modal networks (as outlined in Annex 
I of the guidelines Decision.) 
TEN-T  ROAD NETWORK  
The total road network in the EU-27 comprised more than 4.8 million km of motorways, state 
roads, and provincial and local authority paved roads1. 
Road traffic in 2005 accounted for 1,800 billion t onne-km (44,8%) of intra- EU-27 freight traffic 
and for 5,250 billion passenger -km (83.5 % - 75.1% by passenger car and 8.4% by bus / coach) of intra-EU-27 passenger traffic
2. 
• Development of the TEN-T road network in the EU-27 
The total length of the current TEN-T roads, includi ng ordinary roads yet to  be upgraded, in EU27 
in 2005 was approx. 98,500 km.  
The total length of the current TEN-T roads com posed of motorways and high-quality roads in 
EU27 in 2005 was approx. 70,200 km and is es timated to increase to 90,500 km in 2020. 
In 2005 about 70% of the existing TEN-T road consists of motorw ays and high-quality roads. The 
remaining roads are still to be constructed or upgrad ed to the general target of the Guidelines. In 
2005 about 28,300 km of the existing roads were  still classified as ordinary roads. 
In 2004 and 2005 approximately 1,700 km of motorw ays were newly constructed or adapted 
(upgraded from ordinary or high-quality road).Thus  the quality development of the existing TEN-T 
road network continued. The growth of length of motorways between 1996 and 2020 is forecast to 
be almost 50% in the EU27. Further significant de velopments for the network are improvements in 
road conditions (capacity, additional lanes, electr onic toll collection, emergency and incident 
management, traveller information service, etc. ). However, these kinds of development do not 
increase the length of the TEN-T roads or cha nge the category of the link type (motorway, high-
quality road) of the secti on, but rather their quality. 
                                                 
1 OP cit: 5 
2 OP cit: 5 
 
EN 6   EN 010 0 0 0200003000040000500 0060000700 0080000900001 00000
ordinary road 30,287 28,967 28,317
high quality road 21,153 22,115 22,002
motorway 46,473 47,364 48,186
Total 97,912 98,445 98,5052003 2004 2005
 
Figure 1: Type of the TEN-T roads (in km) in EU27 in 2003, 2004 and 2005 
32.00048.20059.200 63.300
010000200003000040000500006000070000
1996 2005 2013 2020
 
Figure 1.1: Development of length of the TEN-T motorways (in km) in the EU-27 in 1996, 2005, 2013 and 2020. 
• Investment in the TEN-T r oad network in the EU-27 
Total investment in the TEN-T road network in  the EU-27 amounted to EUR 12.71 billion in 2004 
and EUR 14.55 billion in 2005 (a total of EUR 27.26 billion in the 2004 – 2005 period). In 
comparison with the investment in previous years the average annual roads i nvestment increased in 
the 2004 – 2005 period. 
Most of the expenditures are rela ted to upgrading motorways and hi gh-quality roads,  constructing 
new 4-lane motorways, or upgradin g ordinary roads or high-quality  roads to 4-lane motorways. 
Other measures included the construction of new links, upgrading of intersections, expansion of 4-
lane motorways to 6-lane motorways, electronic toll collection measures and emergency and incident management. 
The countries with the highest notified expenditures in th e period 2004 – 2005 were France (EUR 
5.01 billion), Italy (EUR 2.88 bill ion), Greece (EUR 2.40 billion) , The Netherlands (EUR 2.04 
 
EN 7   EN billion), Poland (EUR 2.03 billion), Spain (EUR  1.83 billion), Germany (EUR 1.57 billion), and 
Portugal (EUR 1.55 billion). 
05001.0001.5002.0002.5003.0003.5004.0004.5005.000
FR IT EL NL PL ES DE PT CZ HU AT UK SI IE
 
Figure 2: Investment in the TEN-T road network per country and mode for the first 14 countries having invested the most 
of the EU-27 in 2004 and 2005 in millions of EUR  
0,0050,00100,00150,00200,00250,00300,00350,00400,00450,00500,00
SE FI RO LT LV DK EE BG BE SK CY LU MT
 
Figure 3: Investment in the TEN-T road network per country and mode for remaining countries of the EU-27 in 2004 and 
2005 in millions of EUR  
 
EN 8   EN Illustrative examples of the progress in the implemen tation of the TEN-T road network in the EU-27 
The following examples illustrate the progress in the implementation of the TEN-T road network in the 
2004-2005 period: 
- In France, a motorway of 126 km Rouen-Arconnay was completed in 2005. Total cost of the project is 
about 800 million EUR. 
- In France a motorway of 35 km, the "Millau by-pass" was completed in  2004 with a tota l cost of 311 
million EUR. 
- In Greece a new motorway Elefsina –Spata was co mpleted in 2004. The motorway constitutes the ring 
road of Athens has a tota l length of 61km and a tota l cost of 1.25 billion EUR. 
- In Greece, a new motorway section of the "Egnatia Road", Kozani- Klidi, was completed in 2004.It has a 
total length of 84 km and a total cost of almost 700million EUR.  
- In Spain, most of the sections of the "Autorouta de la Plata", crossing the country from the north (Gijon) to 
the south (Seville)have been completed or are under construction. The new motorway will connect with the 
most important transport axis connecting Spain and Portugal.  
- In Hungary a new 4-lane motorway Micolz-Emod wa s completed in 2004. It has a total length of 15 km 
and a total cost of almost150 million EUR. 
TEN-T  RAILWAY NETWORK  
In 2005 railways accounted for 413 billion tonne-kilome tres (10,3%) of intra-EU freight traffic; in 
the same year railways accounted for 374 billion person-km3 (6%) of intra-EU passenger traffic. 
• Development of the TEN-T railway network in the EU-15 
In 2005 the TEN-T railway had a total length (c onventional and high-speed lines) of about 97,600 
km. In accordance with decision 884/2004/EC the Memb er States have indicated that out of these 
existing railway lines about 14.000 km  conventional lines are planned to be upgraded to high-speed 
lines. The development of completed high-speed  lines, new and upgraded, progressed in 2004 – 
2005, increasing the total length from 9,850 km  in 1996 and 10,656 km in 2004 to 10,677 km in 
2005. 
                                                 
3 OP cit: 5 
 
EN 9   EN 010,00020,00030,00040,00050,00060,00070,00080,00090,000100,000
convential 87,189 86,927 86,927
high-speed 10,216 10,657 10,678
total 97,405 97,583 97,6042003 2004 2005
 
Figure 4: Type of the TEN-T railways (high-speed lines and conventional lines in km) in EU27 in 2003, 2004 and 2005 
The quality development of the TEN-T rail network continued slowly but should in the future profit from 
various upgrading measures. The to tal length of the high-speed lin es, which was about 10,600 km in 2005 
is expected to increase to almost 30,000km in 2020.  
9.80010.70019.00029.600
050001000015000200002500030000
1996 2005 2013 2020
 
Figure 4.1: Development of length of the TEN-T railway-network (in km) in the EU-27 in 1996, 2005, 2013 and 2020. 
• Investment in the TEN-T ra ilways network in the EU-27 
Total expenditures for the TEN-T railways in  EU27 amounted to EUR 30.22 billion in 2004 and 
EUR 28.36 billion in 2005 (a total of EUR 58.58 b illion in the period 2004 – 2005). In comparison, 
the expenditures made from 2002 to 2003 amounte d to EUR 37.74 billion. Th e annual expenditures 
in railways thus increased si gnificantly in the period 2004 – 2005. 
 
EN 10   EN The countries with the highest expenditures in  the period 2004 – 2005 were United Kingdom (EUR 
14.4 billion), Italy (EUR 13.32 billion), Germany (EUR 6.99 billion), Spain (EUR 6.04 billion), The Netherlands (EUR 3.90 billion), France (EUR  3.27 billion) and Austria (EUR 2.59 billion). 
02.0004.0006.0008.00010.00012.00014.00016.000
UK IT DE ES NL FR AT BE SE EL PT FI IE HU
 
Figure 5: Investment in the TEN-T rail network per country and mode for the first 14 countries having invested the most of the 
EU-27 in 2004 and 2005 in millions of EUR  
0,0050,00100,00150,00200,00250,00300,00350,00400,00
CZ PL DK SK LV LT RO BG EE SI LU CY MT
 
Figure 6: Investment in the TEN-T rail network per country and mode for remaining countries of the EU-27 in 2004 and 2005 in 
millions of EUR  
 
EN 11   EN Illustrative examples of the progress of  the TEN-T railways network in the EU 27 
- In Germany, the section Ludwigshafen-Saarbrücken has been upgrad ed to 160 km per hour (and in some 
sections to 200km/h). The project has been comple ted in 2004 with a total cost of 270 million EUR. 
- In Germany the sections Berlin-Leipzig-Halle and Nü rnberg- Münich on the PP1 have been upgraded to a 
max speed of 200km/h (and in some se ctions 300km/h ). Total cost of the projects was almost 1.5 billion 
EUR and 3.5 billion EUR respectively. The projects  were almost completed by the end of 2005 and 
commissioning has taken place in the spring 2006. 
-In Austria, works on the Linz main station have b een completed in 2005, with a total cost of 125 million 
EUR. 
- In Spain, the tunnel of Guadarrama on the HSL Ma drid- Valladolid- North/North-West of Spain was 
completed in 2005. The tunnel consists of two tubes of  28.4 km each .It has a tota l cost of 1220 million EUR 
and was co-financed ( 85%) by the Cohesion Fund. 
-In Spain, the 481 km long HSL Madrid - Barcelona-Lleida entered into ope ration in October 2004.It is part 
of the line Madrid-Barcelona- French bor der that will connect with the French TGV. The total cost of the 
Spanish part is 11.25 billion EUR and is co-finan ced by the Cohesion Fund and the TEN-T programme. 
- In Romania the 92 km section Campina Bucharest on the PP22, was upgraded to  max speed of 160 km/h. 
The project was completed in 2004.It is the fi rst completed section on PP 22 in Romania. 
TEN-T  INLAND WATERWAYS NETWORK  
• Developments in the TEN-T inland waterways network in the EU-27 
Europe has around 29500 km navigable canals, rivers a nd lakes that are regularly  used for transport.  
The countries having inland waterway s belonging to the TEN-T inland wa terways in the EU27 are Austria, 
Belgium, Bulgaria, Czech Republic, Finland, France, Germany, Hungary, Italy, Lithuania, Luxembourg, the 
Netherlands Poland, Portugal, Romania and Slovakia. 
Inland Waterways accounted for 138 tonnes –km ( 3,48% ) of intra-EU freight traffic in 2005 
The total length of the TEN-T inland waterways in EU27 was 14,900 km in 2005, of which 9,935 km (67%) 
were classified as ECMT class V and higher. The ma in axes within the network are the Rhine and the 
Danube. 
 
EN 12   EN 02,0004,0006,0008,00010,00012,00014,00016,000
ECMT III- 1,376 1,376 1,376
ECMT IV 3,631 3,587 3,587
ECMT V + 9,891 9,935 9,935
Total 14,898 14,898 14,8982003 2004 2005
 
Figure 7: Development of type of TEN-T inland waterways (in km) in EU27 in 2003, 2004 and 2005 
The total length of inland waterway s at ECMT class V or higher incr eased only slightly between 1996 and 
2005. But it is expected to increase to almo st 11,500km by 2020 through major upgrading works. 
9.8009.90011.00011.500
85009000950010000105001100011500
1996 2005 2013 2020
 
Figure 7.1: Development of length of the TEN-T inland waterways network (in km) in the EU-27 in 1996, 2005, 2013 and 2020. 
 
EN 13   EN • Investment in the TEN-T inland waterways network in the EU-27 
Total expenditures for the TEN-T inland waterways in EU27 amounted to EUR 1.03 billion in 2004 and 
EUR 1.03 billion in 2005 (a total of EU R 2.07 billion in the period 2004 – 2005). 
The country with the highest expenditures in the period 2004 – 2005 was by far Germany (EUR 1.59 
billion), followed by the Netherlands (EUR 0.23 billion) and France (EUR 0.17 billion ).  
Most of the expenditures in the period 2004 – 2005 re lated to various upgrading measures, water regulation 
and improvement of locks. 
02004006008001.0001.2001.4001.600
DE NL FR BE RO AT BGy
 
Figure 8: Investment in the TEN-T inla nd waterway network in EU-27 per country in 2004 and 2005 in millions of EUR4 
Illustrative examples of the progress in the TEN-T inland waterways in EU- 27 
- In the Netherlands, modernisation of the Maasroute (phase 1) was carried out. The project was undertaken 
between 1995 and 2005 and had a budget of EUR 71 million. 
- In the Netherlands, the renovation of the North Sea locks was carried out between 2000 and 2005 and had 
a budget of EUR 229 million. 
- In Romania, works for the band protection in th e Danube delta, of a total budget of EUR 104 million 
started in 1996 and were completed in 2004. 
                                                 
4 out of the 27 Member States 11 don’t have IWW and 9 MS didn’t report investments on IWW; thus only 7 MS reported 
investments on IWW 
 
EN 14   EN TEN-T  PORTS  
• Development of the TEN-T ports in the EU-275 
Decision No. 1346/2001/EC, amending the Guidelines adopted in 1996 as regards seaports, inland 
ports and intermodal terminals, as well as projec t No. 8 in Annex III, was adopted by the European 
Parliament and the Council on 22 May 2001. The Deci sion includes a more focused definition of 
ports and projects of common interest related to them. 
The Decision states that interconnection points,  including seaports, in land ports and intermodal 
terminals, are a pre-condition for the integration of the different transport modes in a multimodal 
network. 
For the EU-27, the modal split of maritime trans port was 38.1% (1,530 billi on tonne-km) in intra-
EU freight traffic6 in 2005. 
Inland ports are part of the network, in particular as points of interconnection between the inland 
waterways referred to above and ot her modes of transport. The ne twork includes inland ports open 
to commercial traffic, located on the network of inland waterways,  interconnected with other trans-
European transport routes as equipped with transh ipment facilities for intermodal transport or with 
an annual freight traffic vol ume of at least 500,000 tons. 
Seaports in the trans-European tr ansport network are classified in to categories A, B and C. These 
are defined on the basis of quantita tive criteria (annual traffic volumes  of freight or passengers) or 
their location on islands, or in peripheral or ou termost regions. Only thos e ports in the highest 
category (category A) by volume of traffi c are shown in the maps of the Decision7. 
The TEN-T ports comprise of 407 ports (seaports of category A and inland ports). Apart from 
seaports of category A, there are also13 ports of category B and 20 ports of category C.  
                                                 
5 Note: In a majority of ports, the port services are provided by private operators. Therefore, information is rarely available 
centrally, and the information that is available is often incomplete or lacks homogeneity. Detailed information is only 
available in a limited number of cases. 
6 OP cit: 5 
7 Category A international seaports: ports with a total annual traffic volume of not less than 1.5 million tonnes of freight or 
200,000 passengers which (unless impossible) are connected w ith the overland elements of the trans-European transport 
network and therefore play a major role in international maritime transport.  
Category B Community seaports: ports with a total annual traffi c volume of not less than .0.5 million tonnes of freight or 
between 100,000 and 199,999 passengers, which are connected (unless impossible), with the overland elements of the 
trans-European transport netw ork and are equipped with the necessary tr anshipment facilities for short-distance sea 
shipping.  Category C regional ports: these ports do not meet the criteria of categories A and B but are s ituated in island, peripheral 
or outermost regions, interconnecting such regions by sea and/or connecting them with the central regions of the 
Community. 
 
EN 15   EN The table below shows the numbers and types of TEN-T ports in EU27 as included in the project 
database. For a number of ports no information is available. 
Country Inland ports Inland/Maritime 
port Seaports 
(class A) Total 
Austria 4   4 
Belgium 14 3 1 18 
Bulgaria 8  2 10 
Cyprus   2 2 
Czech Republic 11   11 
Denmark   14 14 
Estonia   5 5 
Finland 1  18 19 
France 10 4 22 36 
Germany 45 3 12 60 
Greece   17 17 
Hungary 7   7 
Ireland   6 6 
Italy   36 36 
Latvia   3 3 
Lithuania   1 1 
Luxemburg 1   1 
Malta   2 2 
Netherlands 9 7 2 18 
Poland   4 4 
Portugal  1 6 7 
Romania 8 5  13 
Slovakia 2   2 
 
EN 16   EN Slovenia   1 1 
Spain   40 40 
Sweden   25 25 
United Kingdom   45 45 
Total EU-27 120 23 264 407 
Table 2: Numbers and types of TEN-T ports in EU27  
Particular care has been taken to foster the impr ovement of connections with  the TEN-T land networks, 
including logistic platforms associated with ports an d the construction of new por t infrastructures, thus 
advancing along the lines as defined in the guidelines.  
Around 52% of the seaports, 86% of the maritime/inland ports and 63% of the inland ports notified to have 
intermodal transhipment facilities in 2005. 
Around 50% of the seaports, 70% of the maritime/inland ports and 60% of the inla nd ports had a connection 
to the TEN-T railway network. 
The situation is not expect ed to change significantly in the peri od to 2020. Ports intend to improve this 
situation between now and 2020; howe ver, a long-term strategy concerni ng ports development was rarely 
available. 
• Investments in TEN-T port s in the Member States 
Total expenditures in TEN-T ports in the EU 27 amounted to EUR 2.08 billion in 2004 and EUR 
2.53 billion in 2005 (a to tal of EUR 4.61 billion in the period 2004 – 2005). 
The countries with the highest  expenditures in the period 2004 – 2005 were Spain (EUR 1.66 
billion), France (EUR 0.59 billion), Belgium (E UR 0.41 billion), Italy (EUR 0.37billion), Finland 
(EUR 0.33 billion), Germany (EUR 0.31 billion), the Netherlands (0.29 billion), Denmark (EUR 0.19 billion) and Sweden (EUR 0.15 billion). 
02004006008001.0001.2001.4001.6001.800
ES FR BE IT FI DE NL DK SE PT EE LV AT
 
 
EN 17   EN Figure 9: Investment in the TEN-T ports per country and mode for the first 14 countries having invested the most of the 
EU-27 in 2004 and 2005 in millions of EUR  
0,002,004,006,008,0010,0012,0014,0016,0018,00
MT RO SI CZ BG CY UK EL PL HU IE LT SK LU
 
Figure 10: Investment in the TEN-T ports per country and mode for remaining countries of the EU-27 in 2004 and 2005 in 
millions of EUR  
Illustrative examples of the progress in the im plementation of the TEN -T ports in the EU 27 
- In Finland, a project of a total co st of EUR 145 million to upgrade the connections of the port in Vuosaari, 
near Helsinki have been completed in 2005. 
- In Finland, works to upgrade the port of Kotka ( in the south of Finland, east of Helsinki ) have been 
implemented in the 2004-05 period. The total cost was EUR 65 million. 
- In the Netherlands, in the port of Rotterdam, works to improve infrastructure and mobility have been 
completed in 2005. The total cost was EUR 470 million. 
- In Belgium, works to upgrade infrastructure in the por t of Antwerp of a total co st of EUR 280 million have 
been implemented in 2004-2005. 
TEN-T  AIRPORTS  
• Development of TEN-T airports in the EU-278 
Intra-EU and domestic air transport in the EU 27 accounted for 526 billion person-km in 2005. This 
is 8.1% of total intra-EU passenger transport a nd an increase of 57% since 1995. In comparison, 
overall passenger transport in the same period increased by 18%9. 
The TEN-T airports consist of airp orts of common interest that are situated within the territory of 
the Union and are open to commercial air traffic. Ai rports are classified differently according to the 
volume and type of traffic they handle and accord ing to their function w ithin the network. They 
                                                 
8 Due to liberalisation and privatisation,  most major airports are in private hands and managed accordingly. Therefore, it 
was often difficult to obtain information, as data  are rarely centralised by national authorities. 
9 OP cit: 5 
 
EN 18   EN should allow for the development of air links and the interconnection of air transport and other 
modes of transport. 
The International Connecti ng Points and the Community Connecti ng Points constitute the core of 
the trans-European airport networ k. Links between the Community and the rest of the world mainly 
run via the internationa l connecting points. The Community c onnecting points essentially provide 
links within the Community, while extra-Community  services still account for a small proportion of 
their business. Regional connecting points and accessibility points fa cilitate access to the core of 
the network or help to open up peripheral and is olated regions. 
Around 57% of the international system airports, 28%  of the international airports and 15% of the 
Community and Community system ai rports had a connection to the TEN -T railway network in 2005. This 
is a slight increase compared to 1996 . Only 3% of the national and region al airports had a connection to the 
TEN-T railways network. 
The TEN-T airports comprise of 407 airports, including 71 internationa l, 78 community and 258 
regional airports in 2005.  
 
EN 19   EN  
Country Community International Regional Total 
Austria 1 1 4 6 
Belgium 1 1 2 4 
Bulgaria  1 4 5 
Cyprus 1 1  2 
Czech Republic 1  2 3 
Denmark 2 1 7 10 
Estonia 1  4 5 
Finland 1 1 21 23 
France 10 8 35 53 
Germany 8 9 9 26 
Greece 1 6 30 37 
Hungary 1  2 3 
Ireland 2 1 9 12 
Italy 14 5 18 37 
Latvia 1  3 4 
Lithuania 1  2 3 
Luxemburg 1   1 
Malta 1   1 
Netherlands 1 1 3 5 
Poland 3 1 4 8 
Portugal 1 8 7 16 
Romania 1  9 10 
Slovakia 1  2 3 
Slovenia 1  2 3 
 
EN 20   EN Spain 7 14 23 44 
Sweden 5 1 37 43 
United Kingdom 10 11 19 40 
Total EU-27 78 71 258 407 
Table 3: Numbers and types of  TEN-T airports in EU27  
• Investments in TEN-T ai rports in the EU-2710 
The total reported expenditures in  TEN-T airports in the EU27 am ount to EUR 4.37 billion in 2004 
and EUR 4.84 billion in 2005 (a  total of EUR 9.21 billion in the period 2004 – 2005).  
The countries with the highest reported expenditures in the period 2004 – 2005 are Spain (EUR 
4.38 billion), United Kingdom (EUR 2.11 billion), Austria (EUR 0.34 billion), and Portugal (EUR 
0.29 billion). 
05001.0001.5002.0002.5003.0003.5004.0004.500
ES UK IT AT PT PL NL SE EL FR LU EE BE BG
 
Figure 11: Investment in the TEN-T airports per c ountry for the first 14 count ries having invested the 
most of the EU-27 in 2004 and 2005 in millions of EUR  
                                                 
10 Due to the fact that many airports now have private mana gements, there are some uncertainties as to the investment 
figures, as investment data are rarely centralised by nationa l authorities and are difficult to obtain from the individual 
airports. Long-term strategies as to the developmen t of airports were rarely available, as well. 
 
EN 21   EN 
0,002,004,006,008,0010,0012,00
SK LT CY DE RO MT LV SI CZ HU FI IE DK
 
Figure 12: Investment in the TEN-T airports per c ountry for remaining countri es of the EU-27 in 2004 
and 2005 in millions of EUR  
Most of the total investment rela ted to International C onnecting airports. The largest part of the 
investments was funded by private sources, as most  of the major airports are privately owned. 
 
EN 22   EN Illustrative examples of the pr ogress in the implementation of the TEN-T airports in the EU-
27 
- In Spain, the new terminal of the Barajas airport in  Madrid has been in opera tion since 5/02/2006. It is 
doubling the capacity of the airport to 70 million passengers / year. The new terminal is connected to Madrid and to the Spanish HSRail with a modern Metro line. Total cost of the project was EUR 6 billion. 
- In Spain, important upgrading works and the ne w runway 7R have been implemented 1n 2003-2005. The 
total cost of the various proj ects was almost EUR 500 million. 
- In the Netherlands, the extension of the "Terminal West" of the Schiphol ai rport, of a total cost of EUR 95 
million, was completed in 2005.  
- In Bulgaria, works in the new terminal of the Sofi a airport were well advanced in 2005. The project was 
financed by the ISPA Fund. The term inal entered in operation in 2006. 
Combined transport network 
Progress reported in other modes of transport often includes extension or upgrading works 
contributing to the development of combined transport. 
Illustrative example of developments of combined  transport and terminals is the new combined 
transport terminal in Rostock of a total cost of EUR 33 million that received financial assistance 
from the TEN-T budget of EUR 2 million. The to tal capacity of the terminal will be 
150000units/year. The 1
st phase of the project including 2 rail lines is completed in 2005. 
MOTORWAYS OF THE SEA 
Four motorways of the sea corridors have been identified for support across the EU. On these 
corridors, projects will help to c oncentrate flows of freight on sea routes, with the aim of reducing 
road congestion and/or improving access to periphe ral and island regions and Member States. The 
network will include facilities and infrastructure  concerning at least two ports in two different 
Member States, primarily use for freight trans port, although motorways of the sea should not 
exclude combined transport of persons and goods. 
The projects may also include activities with wider benefits not linked to specific ports, such as ice 
breaking, dredging, information systems. However such projects have to demonstrate that they 
relate to the network and fulfil the general objectiv es of motorways of the sea: modal shift and/or 
cohesion.. 
Actually four corridors have been agreed, on  which motorways of the sea projects will be 
implemented up to 2010: 
Motorway of the Baltic Sea Motorway of the sea of western Europe Motorway of the sea of south-east Europe Motorway of the sea of south-west Europe 
T
RAFFIC MANAGEMENT AND NAVIGATION SYSTEMS  
• Intelligent Transport Syst ems (ITS) in the TEN-T 
In 2001, the European Commission's Multi-Annual I ndicative Programme (MIP) (Decision C(2001) 2654 
final) was launched. The MIP grants Co mmunity financial aid to projects of common interest in the area of 
the TEN-T network for the 2001 – 2006 pe riod. Six projects of common inte rest, each with separate works 
 
EN 23   EN and studies actions, covering four pr incipal technical domains: Road M onitoring Infrastructure, European 
Network of Traffic Centres, Traffi c Management and Control, and Traveller Information Centres, were 
initiated in 2001. The individual projects have also work ed together on issues of common interest, including 
Evaluation/Impact Assessment, Data exchange techniques,  and have considered depl oyment in corridors as a 
multi-project task.  
The MIP includes a total amount of EUR 2,781 million for the ITS programme. Of this, 47.07% is allocated 
to the priority projects, 19.78% to the trans-European satellite navigation system Galileo, and 6.9% (EUR 
192 million) to the six ITS projects in the road  sector: ARTS, CENTRI CO, CORVETTE, SERTI, 
STREETWISE and VIKING. 
In May 2004 a new Euro-regional project, CONNECT (Co-ordination and stimulation of innovative ITS 
activities in Central and Eastern European countries) has been started up. CONNECT is a co-operation 
between public authorities, road administrations and traffic information service providers from Austria, 
Czech Republic, Germany, Hungary, Ital y, Poland, Slovakia and Slovenia. 
A Directive(2004/52) on the interopera bility of electronic fe e collection has been ad opted by the European 
Parliament and the Council. 
European Rail Traffic Management System (ERTMS) 
ERTMS is a project to implement a common Europ ean speed control and signalling system across key 
freight and high-speed corridors - and ultimately the wider rail network. ERTMS will replace often obsolete 
national system and it will allow for improved inte roperability. It is one step in improving the 
competitiveness of the European railways. ERTMS is a tool  to establish an integrated and intelligent railway 
transport system in Europe. 
ERTMS is composed of two distinct features: 
– GSM-R, based on GSM technology, but using radio frequencies specific to the railways, to 
exchange information (voice and data) between trackside and on-board and  
– ETCS (European Train Control System), in which a train-based computer controls the speed of 
the train in relation to the operational characteri stics of the track. Specifically, it manages the 
maximum allowed speed. 
In 2004 the first high speed line ope rating with ERTMS (Roma-Napoli) wa s opened. In 2005 lines opened in 
also in Luxemburg, Spain and Italy.  
On 17 March 2005 a "Memorandum of Understanding (M oU) establishing the basi c principles for the 
definition of an EU deployment strategy for ER TMS" was signed between the Commission and the 
European railway associations (CER, EIM, UIC, UNIFE ). The main objective of the MoU is to migrate a 
significant proportion of the trans-European netw ork to ERTMS within a 10-12 year timeframe. 
The Commission appointed on 20 July 2005 six European coordinators for sp ecific priority projects in the 
trans-European transport network and entruste d Mr Karel Vinck with coordinating the ERTMS 
implementation. 
 
EN 24   EN • Air Traffic Management (ATM) 
The TEN-T Guidelines in the area of ATM are de signed to facilitate and accelerate implementing 
measures to increase the capacity and safety of the European ATM system and to ensure optimum 
use of available Air Traf fic Control resources.  
The current system is composed of different nationa l systems. This causes delays, safety issues and 
higher operational costs. Community support has focused on two main st reams of activities: 
upgrading the current system and facilitating the development of the future European system. 
Improved air traffic and aircraft positioning an d communication technologies offer opportunities 
for significant improvements in the efficiency and sa fety of air travel. It responds to the need to 
conceive developments in air traffic management  as a building block for the Community transport 
policy, as also enshrined in the White Paper of 27 November 2001. 
The Commission has developed a legislative package on the Single European Sky. The Single 
European Sky is an ambitious ini tiative to reform the architecture of  European air traffic control to 
meet future capacity and safety needs. 
The objectives of the legislation are to improve and reinforce safety, to restructure European 
airspace with air traffic flows in mind rather than  national borders, to create additional capacity and 
to increase the overall efficiency of the air traffic management system (ATM). 
This can be achieved by creating a more effec tive and integrated air traffic management 
architecture and by ensuring that this architecture is based on demand driven service provision.  
The legislation will enhance cross-border co-ord ination, remove administ rative and organisational 
bottlenecks in the area of decision-maki ng and enhance enforcement in ATM. 
The legislative package was adopted in 2004 and comprises of four regulations covering the 
essential elements for a seamless Eur opean Air Traffic Management System. 
The TEN-T programme provides an important financ ial instrument to support the achievement of 
Single European Sky objectives through the impl ementation of an efficient trans-European 
network, encompassing ATM national systems and in particular promoting interoperability, 
interconnection and te chnical advances. 
• Global Navigation Satellite System (GNSS) 
Recognising the strategic importanc e of satellite naviga tion and its potential applications, Europe 
has decided to develop its own GNSS capability in a two-step approach. 
• GNSS-1: EGNOS 
The European Geostationary Navigation Overlay Service (EGNOS) is the fi rst step of Europe 
towards satellite navigation. It is being develope d by ESA under a tripartite  agreement between the 
Commission, Eurocontrol and European Space Agency (ESA). Several air tra ffic service providers 
are supporting the development programme with their own investments. The agreement was 
approved by the Council of the European Union on 18 June 1998. 
EGNOS is one of the projects se lected for the trans-European ne tworks (TENs). It receives an 
amount of EUR 116.4 million (aroun d 33% of the total cost) from  European Community funding. 
In addition to financial contributions from  the European Community and the ESA, public 
administrations and corporate members from the ci vil aviation sector have provided some EUR 100 
million for the development of EGNOS. 
• GNSS-2: Galileo 
 
EN 25   EN The second step is the Galileo programme and the actual launch of a new constellation of radio 
navigation satellites. 
Galileo provides a highly accurate, guaranteed gl obal positioning service under civilian control. 
While providing autonomous navigation and positioni ng services, Galileo will at the same time be 
interoperable with GPS and GLONASS, the two ot her global satellite navi gation systems. By 
offering dual frequencies as standard, however, GALILEO will deliver real-time positioning accuracy down to the metre range, which is unp recedented for a publicly available system.  
It will guarantee availability of  the service under all but the most  extreme circumstances and will 
inform users within seconds of a failure of any sate llite. This will make it suitable for applications 
where safety is crucial, such as running trains, guiding cars and landing aircraft. The fully deployed 
Galileo system will consist of  30 satellites and the associated ground infrastructure.  
The GALILEO programme comprise s the phases definition of th e system, development of the 
system and deployment and commercial operation. 
To ensure a single management and financing structure for the development phase of the 
programme, the Commission has proposed to se t up a Joint Undertaking, which should be 
composed of the European Commission and the European Space Agency.  
On March 2002, the EU reached an agreement over th e legal entity and the fi nancing of the Galileo 
satellite. 
The definition phase of EUR 80 million was funded from the Community budget. For an amount of 
EUR 1.5 billion the envelopment an d validation phase (2001 – 2005)  will be funded from public 
subsidies, 50% from the Community budget and 50%  from the European Space Agency, plus an 
extra EUR 200 million from the private sector.  
The overall cost of the Galileo deployment phase a nd Egnos exploitation phase over the period 2007-2013 is 
3.4 billion euros. The European Commission will be re sponsible for the management of the programmes. 
Procurement tasks of the Galileo infrastructure w ill be delegated to the European Space Agency. The 
ownership of the systems will be with the European Community. 
PART 2
 
HORIZONTAL ISSUES  
• Interoperability 
One of the main objectives of TEN-T is th e interoperability of  national networks.  
Interoperability of the rail networks should inte grate the national conventional and high-speed rail 
systems in order to make international services more competitive. 
Greater interoperability, i.e. the capacity for trains  to cross national frontiers without the need to 
stop or harmonise technical diffe rences, significantly enhances tr ansport performance and reduces 
operational costs. 
In order to achieve these objectives, the Co mmunity has taken measures to ensure the 
interoperability of the networks, particularly  in the field of tec hnical standardisation.  
An initial measure in the rail sector was taken by the Council on 23 July 1996 when it adopted 
Directive 96/48/EC on the inter operability of the trans-Euro pean high-speed rail system. 
On the basis of the experience gained with in th e field of the high speed railways system, the EU, 
on  19 March 2001, adopted Directive 2001/16/EC on the interoperability of the conventional rail 
 
EN 26   EN system adopted like the one on the high-speed sy stem, introduced Community procedures for the 
preparation and adoption of TSIs and common rules for assessing conformity to these 
specifications.  
In order to achieve the objectives of these directives, technical spec ifications for interoperability 
(TSIs) were drawn up by the Euro pean Association for Railway Inte roperability (AEIF) which acts 
as the joint represen tative body defined in the Directive, br inging together representatives of the 
infrastructure managers, railway companies and industry.  
In parallel a programme to deve lop the corresponding European st andards was launched in 1998 for 
high speed and in 2003 for conventional rail, whic h are regularly updated to reflect the work on 
TSIs.  
In 2002 the Commission adopted a 1st series if TSIs for high speed railway system concerning 
infrastructure, rolling stock, energy, comma nd and control and signalling, operation and 
maintenance, which allowed from 2002 onwards, to  built new high-speed lin es and upgraded lines 
according to the new interoperable standards. 
Both the high-speed Directive and the conventional rail Directive have a thre e-level structure: the 
Directive itself identifies the essential requirements  for interoperability which need to be met by the 
system, the Technical Specifications for Interopera bility (TSI) and the European specifications, 
especially the European harmonised standards pr epared by the European standardisation bodies 
CEN, Cenelec and ETSI which allows product to be put on the market. 
In order to pursue the efforts to establish a co mmon railway market and to improve the level of 
safety of the European railways, the EU a dopted in 2004 the “Second Railway package” which 
consists of the following elements 
Directive 2004/50/EC clarifies certai n aspects in both interoperability directives, in particular with 
regard to the status of European specifica tions and harmonised standards, the homologation 
procedures and the programme for developing TSIs. 
Directive 2004/49/EC on railway safety establishe s a common regulatory framework for safety and 
asks each MS to establish a national safety authority  to deal with safety rules and the supervision 
and the delivery of safety certif icates to railway undertakings. It  provides for the development of 
common safety indicators, targets and methods wh ich are the basis for a common understanding of 
the European railway system. It also requires the establishment of an independent accident 
investigation body. 
Regulation 881/2004 creates the Europ ean railway agency to prepare the technical specifications of 
interoperability and the common safety instru ments. This agency will give opinions and 
recommendations to the Commission and the MS. 
• Research and development 
Research and development is one of the broad lines of measures covered by the TEN-T guidelines.  
Under the Fifth Framework Programme (1998 – 2002) and Sixth Framework Programme (2002 – 
2006) for research, technological development and de monstration, several key actions of individual, 
specific programmes, such as sustainable mobili ty and intermodality, land transport and marine 
technologies, efficient energy systems, and services for the citi zen were initiated. 
The theme Sustainable surface trans port, which falls under priority Sustainable development, global 
change and ecosystems of the Sixth Framework Pr ogramme, aims at environmentally friendly and 
competitive transport systems and means of transpor t, new technologies and concepts for all surface 
transport modes (road, rail, wate rborne), advanced design and pr oduction techniques, safer, more 
 
EN 27   EN effective and competitive rail and maritime transport, rebalancing and integrating different transport 
modes, and increasing road, rail and water borne safety and avoi ding traffic congestion. 
• Environmental protection 
Sustainable environmental development and protecti on is an important cro ss-cutting issue, highly 
relevant for the development of the TEN-T but  also for the differe nt horizontal issues. 
Transport accounts for 20% of the Union’s emissions of gr eenhouse gases and 29% of CO2 
emissions. The White Paper pointed out that in  the EU “some 7,500 km, i.e. 10% of the TEN-T 
road network, is affected daily by traffic jams”. The Paper also foresaw an annual growth rate in the 
EU of 1.8% for passenger transport a nd 2.8% for freight transport, lead ing to an overall increase of 
24% in passenger transport and 38% in  freight traffic between 1998 and 2010.  
International commitments, standards and recommendations already exist for various 
environmental issues relating to transport. 
The impact of transport infrastructure on the glob al and local environment and their related effects 
may seriously affect human health, climate change , biodiversity, limited natural resources, etc.  
Sustainable environmental development and protecti on is an important cro ss-cutting issue, highly 
relevant for the development of the TEN-T but  also for the differe nt horizontal issues. 
The environment and sustainable development s hould be integrated into transport policy, as 
outlined in the White Paper on Common Tran sport Policy (Com (2001) 370), the Sixth 
Environment Action Programme (COM (2001) 31) , and the Sustainable Development Strategy 
(SDS), adopted by the European Council in Gothenburg in June 2001.  
It is essential to accurately assess the environmen tal impacts of transport infrastructure activities 
already at the initial planning stage e.g. air quality, noise, gree nhouse gas emissions, fragmentation 
of habitats, and loss of biodive rsity and water resources. If id entified early in the process, 
environmental control mechanisms can then be mo re easily developed relating to the construction 
and operation of the new transport infrastructure projects. In that  context, promoting alternative 
modes of transport to road is also an important policy option to  be considered. Since 1999 the 
standard application form for TEN -T projects has included a specif ic declaration by the authority 
responsible for monitoring Natura 2000 sites, within the Annex on conformity with environmental 
legislation. This facilitate s internal procedur es within Member States, t hus ensuring the conformity 
of TEN-T projects with Natura 2000 and in particular with the site protection requirements of 
Article 6 of the Habitats Directive. The Annex on conformity with environmental legislation also 
covers environmental impact assessment (D irective 85/337/EEC as amended by Directive 
97/11/EC). 
Legal Provisions on strategic environmental assessm ent (SEA) requiring Member  States to identify, 
describe and evaluate the environmental eff ect of certain plans and programmes on the 
environment, were adopted in the Community by  the Directive 2001/42/EC. The Member States 
should have transposed this Direc tive into national law by July 2004.  
PART  3 
GENERAL ASSESSMENT OF TEN-T  IMPLEMENTATION IN THE 2004  – 2005  PERIOD  
TEN-T  POLICY  
With the establishment of the first guidelines, the Decision No. 1692/96/EC the Union has identified 
projects of common interest, and ai med at integrating national networks and different modes of transport. A 
 
EN 28   EN 
further goal was to linking peripheral regions of the European Union to the centre, and improving safety and 
efficiency of the networks. The time horizon of these guidelines was 2010. 
A further step was made in May 2001 when the Europ ean Parliament and the Counc il adopted Decision No. 
1346/2001/EC, which amends the TEN-T guidelines as regards seaports, inland ports and intermodal 
terminals. It also specifies the criteria of projects of common interest in relati on to these infrastructures. 
With this amendment, the multimodal dimension of th e network is emphasised, as seaports and inland ports 
have become a full part of the network. 
As a follow-up to the Gothenburg Eur opean Council of June 2001, which calle d for greater priority for rail, 
inland waterways, short-sea shi pping, intermodal transport and th e corresponding connections, the 
Commission proposed a revision of the guidelines for the trans-European network in October 2003, 
accompanied by an assessment of the impact of the measures proposed.  
Freight railways traffic has continued to loose relevance within the modal split. It has being losing traffic in 
absolute terms since 2000; though the trend seems to be changing since 2003. Short Sea Shipping statistics 
show after some years of strong growth, two years of lower growth in 2001 and 2002, followed by a new 
increase of rate in 2003. In the inland navigation tran sport particular progress can be observed in container 
transport by inland navigation, wher e important growth rates over the past decade have at least been 
equivalent to those of road transport. 
Figure 13: Freight transport growth by mode 1995-2006 (1995=100) in the EU 2711 
In April 2004, the European Parliament and the Council adopted Decision No. 884/2004/EC of the European 
Parliament and the Council, amending Decision No. 1692/96/EC on Community guidelines for the 
development of the trans-European trans port network with a time horizon of 2020.  
In Annex III to Decision No 1692/96/ EC a list of priority projects is presented where future funding should 
be concentrated. For the identification of these pr ojects a methodology was used which was based on criteria 
which include, in particular, their potential economic viability, the degree  of commitment on the part of the 
Member States concerned to keeping to a timetable agr eed in advance in the progr amming of projects, their 
impact on the mobility of goods and persons between  Member States, and th eir impact on cohesion and 
sustainable development. 
                                                 
11 OP cit: 5 
 
EN 29   EN In order to facilitate the c oordinated implementation of certain projects, in particular cross-border projects or 
sections of cross-border projects  included among the projects declared to be of European interest, the 
Commission designated, in agreement with the Member  States concerned, and after having consulted the 
European Parliament persons called "E uropean Coordinator". The European Coordinator acts in the name of 
and on behalf of the Commission.  
On 21 April 2004 Decision No 807/2004/EC12 was adopted by the European  Parliament and the Council, 
amending Council Regulation (EC) No 2236/95 laying down general rule s for the granting of Community 
financial aid in the field of trans-Eu ropean networks. The Commissions’ proposed  increase of the maximum 
rate of Community support, in exceptiona l cases, from 10% to 20 % was accepted.  
An exception can be made for projects concerning sa tellite positioning and navigation systems and sections 
of the projects of European intere st identified in Annex III to Deci sion No 1692/96/EC, provided that these 
projects are started before 2010, with the aim of elimin ating bottlenecks and/or filling in missing sections, if 
such sections are cross border or cross natural barrier, a nd contribute to the integration of the internal market 
in an enlarged Community, promote safety, ensure the interoperability  of the national networks and/or 
strongly contribute to the reduction of imbalances be tween modes of transport, in favour of the most 
environment-friendly modes. 
GENERAL ASSESSMENT OF THE EU-27 
The total investment in the TEN-T network in the EU-27 amounted, as already mentioned in the 
main report, EUR 101.74 billion in the year 2004 and 2005. The countries with the highest 
investments in the 2004 – 2005 period are Italy (EUR 17.89 billion), UK (EUR 17.17 billion), Spain (EUR 13.91 billion), Germany (EUR 10.46 billion), France ( EUR 9.1 billion ) and the 
Netherlands (EUR 6.58 billion). 
In terms of mode, the investment in the 2004 – 2005 period focused on ra ilways (57%), followed 
by roads (27%), airports (9%), ports (5%) and in land waterways (2%). This distribution shows an 
increase in investment for rail a nd a relative decrease in investment for roads, compared to the 2002 
– 2003 period.  
                                                
 
12 Regulation (EC) No 807/2004 of the European Parliament and of the Council of 21 April 2004 amending Council 
Regulation (EC) No 2236/95 laying down general rules for the granting of Community financial aid in the field of trans-
European networks 
 
EN 30   EN 
02.0004.0006.0008.00010.00012.00014.00016.00018.000
IT UK ES DE FR NL AT EL PT BE PL SE CZ HU
Road Railway IWW Airport Port 
Figure 14: Investment in the TEN-T  network per country and mode fo r the first 14 countries having 
invested the most of the EU-27 in 2004 and 2005 in millions of EUR 
02004006008001.0001.200
FI IE SI DK RO EE LV LT BG SK LU CY MT
Road Railway IWW Airport Port 
Figure 15: Investment in the TEN-T network per count ry and mode for the remainder countries of the 
EU-27 in 2004 and 2005 in millions of EUR 
On average the EU-27 countries devoted 0.47% of  GDP on TEN-T infrastr ucture in the 2004 and 
2005 period; in the 2002 and 2003 period it was an average of 0.43% of their GDP for the TEN-T 
network; the countries with the highest average were Estonia (1.86%), Latvia (1.36%) and Slovenia 
(1.30%) measured in GDP percentage followed by H ungary (1.08%). One can observe that the first 
countries are new Member States, where infrastructure development is an essential basis for the 
 
EN 31   EN further economic development. At the other end of scale Denmark,Cyprus, Luxembourg, Germany, 
France,Romania and Slovakia have a much lower average compared with the average of the EU. 
0,00%0,20%0,40%0,60%0,80%1,00%1,20%1,40%1,60%1,80%2,00%
EE LV SI HU CZ EL AT PT ES LT NL BG IT PL UK BE SE FI IE MT SK RO FR DE CY LU DKTotal investments 2004-2005 / GDP in %
 
Figure 16: Investments in the TEN-T network by Member  States in 2004 and 2005 in average /GDP in % for 
EU27. 
PRIORITY PROJECTS  
The Community is making a special effort to support the projects of common interest ; this is necessary to 
ensure a coherent development of the network and to encourage invest ment on the main axes by national 
and regional authorities. These prior ity projects are selected according to a strict methodology that is 
included in the guidelines. 
The 30 priority projects consist of 14 priority projects (the so-called Essen projects), identified under the 
1996 guidelines, and 16 addi tional projects identified in the High Level Group ex ercise, chaired by Karel 
van Miert and adopted in 2004 by the guidelines. All these projects shoul d be completed by 2020. 
As the following detailed table shows the investme nts up to the end of 2004 in the priority projects 
amounted to EUR 108.1 billion, while the total investme nts in the priority projects, as reported by the 
Member States in 2008, for the whole 1996 – 2020 period are about EU R 397.2 billion. Thus the remaining 
investments in the 2006 – 2020 peri od amount to EUR 289.1 billion. 
Out of 30 projects 18 railways project s are defined and demonstrate the cl ear mode preference of the EU 
transport policy. 
Mode of transport Rail Road Inland 
Waterway Short Sea 
Shipping Multimodal Airport Galileo 
Number of projects 18 3 2 1 4 1 1 
 
EN 32   EN  
No Project Mode Total cost in 
bn € Investment till 
end 2005 in bn 
€ Remaining 
investment 
in bn € % of 
completion TEN-T 
support till 
31-12-2005 
bn € 
1 Railway axis Berlin-Verona/Milan-
Bologna-Naples-Messina-Palerm o Rail 47,1 20,1 27,0 42,7% 0,3736 
2 High-speed railway axis Paris-
Brussels/Brussels-Cologne-
Amsterdam-London Rail 18,8 15,8 3,0 84,0% 0,7289 
3 High-speed railway axis of south-west Europe Rail 50,7 8,8 41,9 17,3% 0,2547 
4 High-speed railway axis east Rail 5,3 2,6 2,7 49,0% 0,2294 
5 Betuwe Line Rail 4,8 4,1 0,7 85,4% 0,1350 
6 Railway axis Lyon-Trieste-Divaca/Koper/Divaca-Ljubljana-
Budapest-Ukrainian border Rail 60,7 6,7 54,0 11,0% 0,2846 
7 Motorway axis Igoumenitsa/Patra-
Athina-Sofia-Budapest Road  14,9 7,8 7,1 52,3% 0,1185 
8 Multimodal axis Portugal/Spain-rest of 
Europe Multimodal 15,3 7,1 8,2 46,4% 0,0433 
9 Railway axis Cork-Dublin-Belfast-
Stranraer Rail 0,4 0,4 0,0 100,0% 0,0120 
10 Malpensa Airport (Milan) Air 1,3 1,3 0,0 100,0% 0,0268 
11 Öresund fixed link: COMPLETED Ra il/road 4,2 4,2 0,0 100,0% 0,1927 
12 Nordic triangle railway-road ax is Rail/road 11,7 3,8 7,9 32,5% 0,1922 
13 UK-Ireland/Benelux road axis Road 7,5 2,4 5,1 32,0% 0,0838 
14 West Coast Main Line Rail 12,6 10,1 2,5 80,2% 0,0796 
15        
16 Freight railway axis Sines-Madrid-
Paris Rail 8,9 0,002 8,9 0,0% 0,0000 
17 Railway axis Paris-Strasbourg-
Stuttgart-Vienna-Bratislava Rail 13,6 3,0 10,6 22,1% 0,1220 
18 Rhine/Meuse-Main-Danube inland 
waterway axis IWW 2,1 0,004 2,1 0,2% 0,0021 
19 High-speed rail interoperability on the 
Iberian peninsula Rail 41,8 2,5 39,3 6,0% 0,0620 
20 Fehmarn Belt railway axis Ra il/road 7,9 0,1 7,8 0,1% 0,0270 
21        
 
EN 33   EN 22 Railway axis Athina-Sofia-Budapest-
Vienna-Prague-Nürnberg/Dresden Rail 12,6 0,5 12,1 0,1% 0,0070 
23 Railway axis Gdansk-Warsaw-
Brno/Bratislava-Vienna Ra il 6,2 0,9 5,3 15,0% 0,0072 
24 Railway axis Lyon/Genoa-Basel-
Duisburg-Rotterdam/Antwerp Rail 22,7 2,6 20,1 11,5% 0,0450 
25 Motorway axis Gdansk-
Brno/Bratislava-Vienna Road 6,8 1,0 5,8 15,0% 0,0050 
26 Railway-road axis Ireland/United 
Kingdom/continental Europe Ra il/road 6,2 2,2 4,0 35,5% 0,0070 
27 Rail Baltica axis Warsaw-Kaunas-
Riga-Tallinn-Helsinki Rail 3,2 0,03 3,2 0,1% 0,0027 
28 Eurocaprail on the Brussels-
Luxembourg-Strasbourg railway axis Rail 1,2 0,0 1,2 0,0% 0,0035 
29 Railway axis if the Ionian/Adriatic 
intermodal corridor Rail 4,3 0,02 4,3 0,0% 0,0000 
30 Inland waterway Seine-Scheld t IWW 4,4 0,1 4,3 2,2% 0,0050 
  Grand total  397.2 108,1 289,1 27,22% 3,506 
Table3: Investments on the 30Priority Projects
 
EN 34   EN 61 %
10 %7%3%13 %3% 3%
Rail Road IWW SSS Multimodal Airport Galileo
 
Figure 17: Modal segment of investments in priority projects in the EU-27 
Three priority projects have  already been completed: 
Axis 9: Railway axis Cork-Dublin-Belfa st-Stranraer (Irela nd, UK) in 1989 – 2001. 
Axis 10: Malpensa Airport (Milan, Italy) in 1995 – 2001. 
Axis 11 Öresund fixed link (Denmark, Sweden) in 1992 – 2000.  
PART 4  
Sources of Funding  
This chapter provides an overview of the fina ncing of TEN-T, the EU  financial support as 
well as EIB loans for the period 2004-2005. 
1.1.1.1.  TEN-T Budget 
TEN-T funding is generally provided by way of grant or interest rebate (effectively the TENs 
budget line meets interest payments for a certa in period, usually until the asset is ready for 
use). This funding is managed in accordan ce with Council Regulation no. 2236/95. The 
European Parliament and the European Council (on 21 April 2004) adopted an amendment of the regulation No 2236/95 establishing the new rules for “community financial aid” for the 
Trans-European-Networks (in force since 20 May 2004).  
An important part of the TEN-T budget is assigned to TEN-T priority projects. Key 
restrictions include: 
The total amount of financial support from th e TENs budget line should not exceed 10% (in 
2004 this percentage was increased to 20% for cr oss-border projects) of  the total investment 
costs. Aid to feasibility studies is limited, generally to a maximum of 50% of the costs. The maximum duration of interest rate subsidy should generally not exceed 5 years. In addition, the EC financial support should not in terfere in the existing competition. 
In the years 2004 and 2005 the EU25 received about EUR 1.09 billion for investments on 
their TEN-T infrastructure. The additional inve stments in this period for Galileo was about 
EUR 0.24 billion. 
Figure shows the distribution of funds per mode  while Figure provides an overview of the 
funds per country and mode. 
 
EN 35   EN 
 
Figure18: Share of TEN-T budget 2004/2005 per mode 
 
Figure19: Share of TEN-T budget 2004/2005 per country 
 
EN 36   EN  
Total Road Rail IWW Port Airport  
Country 2004 2005 2004 2005 2004 2005 2004 2005 2004 2005 2004 2005 
Austria 32.70 44.21 2.43 1.64 30.27 38.15 0.00 2.10       
Belgium 19.94 9.91 17.94 1.75 0.00 7.00 1.00 1.16     1.00  
Bulgaria                  
Cyprus 1.60          1.60     
Czech 
Republic 5.93 4.94 0.93  5.00 4.94         
Denmark 6.03 4.04 2.78 1.44 1.25 2.60       2.00  
Estonia 5.00 3.18 4.00  1.00      1.48  1.70
Finland 20.68 26.74 5.68 3.74 15.00 19.80     3.20   
France 45.71 93.32 5.01 3.82 34.20 77.70 6.50        
Germany 113.72 73.55 10.70 5.35 100.07 62.30  5.90 1.95   1.00  
Greece 1.18 4.25     2.25     2.00 1.18  
Hungary 9.10 3.35   3.35 8.00  1.10        
Ireland 9.68 19.54 8.68 19.54 1.00          
Italy 48.96 49.05 3.79 2.55 43.00 46.50       2.18  
Latvia 4.50 3.95 2.85 3.95     1.65     
Lithuania                  
Luxemburg 4.54 5.25 2.04 1.75 2.50 3.50         
Malta 0.80 1.20        0.80    1.20
Netherlands 46.44 31.20 8.54 1.75 37.60 29.45 0.30        
Poland 4.25 19.14 1.00 12.70 3.25 6.44         
Portugal 14.14 15.66 2.61 2.66 7.90 13.00   1.25   2.38  
Romania                  
Slovakia 4.90 21.01 3.80 7.19  13.82       1.10  
 
EN 37   EN Slovenia 6.50 3.23    6.50 1.73        1.50
Spain 37.84 55.53 5.07 2.67 31.60 52.86       1.18  
Sweden 24.28 39.90 6.78 4.54 16.00 33.50   1.50 1.86   
United 
Kingdom 58.12 32.20 6.62 6.20 51.50 22.00        4.00
TOTAL 526.52 564.38 101.23 86.62 395.64 437.54 8.90 9.16 8.75 8.54 12.00 8.40 
Table4: TEN-T budget 2004/2005 in million € per mode and country without investments for Galileo  
  2004 2005 2004-05 
Rail 395,64 437,54 833,18
Road 101,23 86,62 187,85
Galileo 100 76 176
ITS 70 68,27 138,27
Combined Transport 15 20 35
Airport 12 8,4 20,4
IWW 8,9 9,16 18,06
Port 8,75 8,54 17,29
Multimodal Transport 11,6 0 11,6
Total 711,52 714,53 1426,05
 
Table 5: TEN-T budget 2004/2005 in million € 
THE EUROPEAN REGIONAL DEVELOPMENT FUND 
The EU budget for 2004 was the first with 25 Member States (EU25). The accession of ten 
new Member States (EU10) in May 2004 resu lted in additional budget needs, which were 
covered by means of amending budgets (a mended budget No 1/2004 provided EUR 3.812 
million overall and EUR 1.702 million EUR for the Structural Funds in the EU10). 
The year 2005 was dedicated to bringi ng the “programming period 2000 – 2006” to a 
successful end and to preparing the ne w “Cohesion Policy Programmes for 2007 – 2013”. 
Based on the information provided by the Member States (in their expenditure claims), in 
2005 the Objective 1 Programs on investments fo r basic infrastructure (40.1%) spent more 
than half of all investments for transport infrastr ucture (54.3%). 
Within framework of ERDF more than EUR 8. 8 billion were spent fo r major TEN-T projects 
in the period 2000 – 2006. 
 
EN 38   EN 1.1.1.2.  Cohesion Fund 
The Cohesion Fund provides assistance for envi ronmental and trans port infrastructure 
(devoted especially to TEN-T projects) in Member States w hose GDP is less than 90%of the 
average GDP in the EU. 
On 1 May 2004, all 10 new Member States (t hose formerly benefiting from the ISPA 
programme plus Cyprus and Malta) met the criteria for Cohesion Fund eligibility. For 
structural assistance in the 10 new countries (for the years 2004 – 2006), an overall budget of 
EUR 24 billion was earmarked, out of which EUR 8.5 billion were designated to the Cohesion 
Fund. 
Cohesion Fund resources available for commit ment in 2004 were € 5.62 billion and in 2005 € 
5.13 billion for the 13 beneficiary Member States. It should be noted that Ireland is no longer 
eligible for Cohesion F und (since 1 January 2004). 
 
EN 39   EN  
 2004 2005 2004/2005 
  Commitments Payments 
(Cohesion and 
former ISPA 
Fund) Commitments Payments 
(Cohesion and 
former ISPA 
Fund) Commitments Payments 
(Cohesion 
and former 
ISPA Fund) 
Czech 
Republic 144.82 49.36 130.83 36.41 275.64 85.77
Cyprus 18.26 0.00 1.98 5.06 20.23 5.06
Estonia 31.56 13.68 53.97 13.63 85.53 27.30
Greece 239.01 265.54 321.69 157.31 560.70 422.85
Ireland 0.02 4.39  4.41
Hungary 188.22 10.12 153.05 117.70 341.27 127.82
Latvia 102.88 13.49 76.22 45.39 179.10 58.88
Lithuania 148.92 14.11 54.38 69.33 203.30 83.44
Malta 5.35 5.35 
Poland 707.16 142.36 492.00 43.88 1199.16 186.24
Portugal 217.96 193.35 199.77 150.78 417.73 344.13
Slovakia 67.42 21.27 76.45 66.93 143.87 88.20
Slovenia 45.61 1.61 4.69 16.68 50.30 18.29
Spain 977.54 886.93 955.63 732.30 1933.18 1619.24
Total 2889.34 1611.84 2526.01 1459.77 5415.35 3071.61
Table5: Transport infrastructure investment by country, funded by the Cohesion Funds in 2004 and 2005 
(including former ISPA projects) 
 
EN 40   EN 
 
Figure20: Distribution of Cohesion Fund (incl. former ISPA) 2004 - 2005 payments by eligible country  
 
Figure21: Distribution of Cohesion Fund 2004 - 2005 commitments by eligible country  
1.1.1.3.  European Investment Bank (EIB) 
 
EN 41   EN The EIB finances a large number of TEN-T proj ects provided that they pass an evaluation of 
technical, financial and environmental matters a nd that the projects ar e consistent with EU 
objectives.  
Key aspects of EIB loans are that they can c over up to 50% of the project costs: another 
advantage compared with the commercial banks is, that they have a longer term. Moreover, 
EIB loans are provided without the need for pr oject specific premiums as the EIB requires 
that loans are backed by guarantee.  
The EIB loans in 2004 and 2005 amounted to near ly 13.75 billion EUR,  which represents 
about 14% of all TEN-T financi ng in this period. The EIB has about 75 billion EUR available 
to lend to TEN-T projects for 
the 2004-2013 period.  More particularly, in the y ear 2004, EIB lent approx. EUR 6.3 billion (including EUR 0.7 
billion for urban transport) for projects related to EU political objectives and EUR 7.4 billion (including EUR 0.3 billion for urban transport)  in the year 2005. The amount for the EU27 
totalled EUR 13.7 billion (including EUR 1 billion for urban transport) for 2004 and 2005, out of that, EUR 2.8 billion went to the new Member States.  
EIB set up, in agreement with the EC and th e EBRD, the new JASPERS instrument (Joint 
Assistance to Support Projects in European Re gions), to help particularly the new Member 
States to prepare major infrastructure projec ts, needing finances form the Cohesion Fund, the 
Structural Fund and EIB.  
 Railways Roads IWW Airports Ports Multimodal Urban transport Total 
2004 2002 1508 - 1705 468 - 690 6374
2005 2806 2748 - 1015 461 41 300 7371
Total 4808 4256 - 2720 929 41 990 13745
Table6: Distribution of EIB loans in million € for 2004 and 2005 per mode 
The modal share of the lending was the following: 
 
Figure22: EIB contribution in 2004 and 2005 for TEN-T projects per mode 
 
EN 42   EN Lending per country in 2004 and 2005: 
 2004 2005 Total 
Austria 48 - 48 
Belgium 212 - 212 
Bulgaria 20 - 20 
Czech Republic 200 275 475 
Finland - 153 153 
France 640 390 1030 
Germany 260 185 445 
Greece 350 435 785 
Hungary - 77 77 
Ireland 130 - 130 
Italy 1240 1423 2663 
Netherlands 200 - 200 
Poland 300 500 800 
Portugal 290 - 290 
Romania - 550 550 
Slovakia 30 - 30 
Slovenia 110 250 360 
Spain 1971 2805 4776 
Sweden 158 328 486 
United Kingdom 215 - 215 
Total 6374 7371 13745 
Table7: Distribution of EIB loans in million € for 2004 and 2005 by country 
 
EN 43   EN 
 
Figure23: Share of EIB financing in 2004 and 2005 for TEN-T projects per country 
1.1.1.4.  General assessment of funding sources 
It can be concluded that investments in the TEN-T are funded by a variety of sources 
including national funds, various  different European Community funding programs and loans. 
A general assessment of the sources of the TEN-T investments show s that national public 
funding contributed almost 78%, by  far the largest share of the investments in the TEN-T in 
the 2004-2005 period. The second  largest share, at approx imately 13.5%, was loans from 
European Investment Bank. Together these s ources contributed more than 90% of the 
investment on the TEN-T.  
Although the exact amount of  private funding is diffi cult to determine (due to the fact that for 
infrastructure in private hands like ports and airp orts it is difficult to obtain investment data), 
it is estimated that it represents a minor part. As  a consequence, national public funding is still 
the main source of finance for TEN-T related projects. 
Source of funding  2004 2005 2004-05 in % 
TEN-T budget 526,52 564,38 1090,9 1,1% 
Cohesion Fund (incl. ISPA) 1611,84 1459,77 3071,61 3,0% 
EIB 6374 7371 13745 13,5% 
EBRD 197,3 176,2 373,5 0,4% 
ERDF (estimated) 2045,9 1855,6 3901,5 3,8% 
National budget & private 
sources 39669,39 39889,34 79558,73 78,2% 
 
EN 44   EN Total 50424,05 51316,29 101770,2 100,0% 
Table8: Distribution of TEN-T funding sources in million € for EU 27 
Distribution of TEN-T related funding sources
TEN-T b u d g et
1,07%CF 
3% EIB
13,51%
ERDF 
4%EBRD
0,37%
Nat ional budget  & 
private sources
78,20%
 
Figure24: Distribution of TEN-T funding sources