COMMISSION OF THE EUROPEAN COMMUNITIES 
COM(94) 106 final 
Brussels, 07.04.1994 
94/0098 (COD) 
Proposal for a 
EUROPEAN PARLIAMENT AND COUNCIL DECISION 
on Community guidelines for the development of the 
trans-European transport network 
(presented by the Commission) 
EXPLANATORY MEMORANDUM 
SUMMARY 
The guidelines presented here implement, for the transport sector, the provisions set out in 
Chapter XII of the Treaty on trans-European networks. 
They also take into account the concepts and statements regarding the development of the 
Common Transport Policy. The importance of the network development has been specially 
underlined during the last three European Summits, and in particular the European Council 
of Brussels in December 1993, with the White Paper on Competitiveness, Growth and 
Employment. 
The guidelines are formally addressed to the Member States, but the Community institutions 
as well as financial bodies and private investors are also concerned. 
The guidelines initiate a process as a first attempt by the Community, through a better 
knowledge of the economic, social and cultural factors involved in transport demand and its 
consequences, to give itself the means to adapt and modify the existing strategies in a self-
correcting exercise, including other Community policies. 
This process begins with the present Decision proposal based on existing information and 
patterns of development for the different modes in the different Member States and will tend 
gradually to incorporate and integrate that variety of thinking and action including the several 
time horizons. For this purpose, a close cooperation between the Commission and the 
Member States is foreseen, notably through the Committee on Infrastructure. 
The guidelines comprise: 
- network schemes for the various transport modes, which illustrate the present status and 
how the network should develop progressively up to the year 2010, 
broad lines of measures forming a development process leading to a network for transport 
which is able to respond adequately to the needs of the coming decades, 
criteria and a procedure for the identification of projects of common interest to implement 
the envisaged measures. 
The guidelines are aimed at: 
the completion of a single trans-European transport market by identifying the way to 
achieve adequate infrastructures, which promotes efficient and safe transport services 
under the best possible environmental and social conditions, 
paving the way to sustainable mobility for persons and goods across Europe, 
improving accessibility and strengthening economic and social cohesion, 
in order to give full benefit to citizens, economic operators and regional and local 
communities from the setting-up of an area without internal frontiers. 
The present view of the Trans-European Transport Network gives the following results for 
the different modes: 
- Road: 58 000 km of roads are deemed to be considered of trans-European nature. Out 
of that amount, actions foreseen by Member States include realignment, upgrading and, 
mainly in the periphery, construction of new links. 
- Rail: The rail network comprises around 70 000 km of lines. 23 000 of these lines 
belong to the High-Speed Rail Network either as new lines or as improved ones for 
speeds of 200 km/h and more, generally connecting the big urban centres of the 
Community. 
The other lines are for the use of the Combined Transport Services or to give access to 
regions or ports. 
- The inland-waterway network comprises 12 000 km of navigable inland waterways. 
- The combined transport network links will consist of corridors and well -developed 
intermodal platforms for efficient transshipment of goods between rail, road, inland 
waterways and maritime shipping. 
- Criteria to select projects to improve the position of ports in the transport chain, and the 
efficiency of their operations, and thus make a significant contribution to the development 
of the trans-European network for transport and the position of maritime transport in 
Europe. 
- Approximately 250 airports are identified as of Community interest; in these cases 
specific projects will contribute to improve their effectiveness and capacity. 
- Traffic management and control systems This aspect is closely linked with the efficiency 
and security of the transport system as a whole, and its strategic character makes it a basic 
instrument for the development of the network and its elements. It is in this sense that 
a high quality standard radio navigation system for Europe, eventually based on satellites, 
will support the effective functioning of the network, 
while through the interconnection and integration of modes in a progressive way synergy 
effects will be stimulated which allow higher efficiency, higher safety standards, improved 
services to transport customers and less impact on the natural environment under 
economically viable conditions. 
For this purpose, the guidelines replace the mode-oriented approach taken in the past by 
Council Decisions 93/628-630/EEC of 29 October 1993 on networks for roads, inland 
waterways and combined transport. 
The completion of the trans-European network for transport requires an investment volume 
of at least ECU 200 billion over the next 15 years; the most urgent measures until the 
year 2000 will, as part of it, require ECU 220 billion. One way of securing these investments 
seems to be to complement public investments by private/public partnership projects for 
which administrative, legal, organizational and financial issues have to be solved. The 
Christophersen Group is examining particular problems involved in this approach. The 
guidelines shall contribute to facilitating these investments by identifying and initiating 
measures which will help to clarify the choices. 
A. INTRODUCTION 
Intention of the Decision 
1. The Treaty lays down in its Article 129b, first paragraph, that "the Community shall 
contribute to the establishment and development of trans-European networks in the areas 
of transport, telecommunications and energy infrastructures". Article 129c, paragraph 1, 
first indent continues: "In order to achieve this, the Community shall establish a series 
of guidelines covering the objectives, priorities and broad lines of measures envisaged 
in the sphere of trans-European networks; these guidelines shall identify projects of 
common interest". For the implementation of these provisions, the Treaty provides for 
a European Parliament and Council co-decision procedure following consultation of the 
Economic and Social Committee and the Committee of the Regions. 
These provisions establish trans-European networks as a formal framework for 
Community action on transport infrastructure complementing Title IV of the Treaty which 
addresses more specifically the policy for the transport services in the Community. They 
give a clear definition of the aims, prospects and limitations of Community involvement 
in the sphere of transport infrastructures. 
2. As announced in the Commission Communication in December 1993(1), the Community 
Guidelines "for the development of a trans-European network for transport" proposed 
here, will, for the transport sector, implement the above provisions in the Treaty. 
3. These guidelines will make an initial attempt to collate transport mode-oriented network 
guidelines into one comprehensive description giving the Union in 1995, a vision of the 
outline for a single trans-European network for transport over a time scale of about 15 
years. 
4. The guidelines provide for actions which allow to develop the network concept in the 
forthcoming years. This requires in particular the start of an integrated process which 
stimulates the use of different transport modes according to their* comparative advantages. 
This process will lead to a network which is optimized also for its environmental aspects. 
This process involves the Community institutions and the Member States and consists of 
a permanent refinement of common knowledge and network design. 
5. The White Paper on the future development of the common transport policy(2) also 
stresses that transport infrastructures are essential for the completion and operation of the 
internal market and for achieving economic and social cohesion in the Community. They 
are also beneficial for economic growth and employment. The European Councils in 
Edinburgh, Copenhagen and Brussels fully recognized their significance and underlined 
the prime importance of trans-European infrastructure networks in particular for economic 
recovery in Europe. The Commission White paper on economic growth competitiveness 
(i) 
(2) COM(93) 701, published on 21 December 1993. 
COM(92)494. 
and employment, published in December 1993(3) and presented to the European Council 
in Brussels held on 10-11 December 1993, therefore includes a list of strategic projects 
related to the establishment of the trans-European network for transport. 
6. In presenting guidelines for the various modes of transport in one Decision, the 
Commission is pursuing its policy of defining a Community framework for developing 
the trans-European transport infrastructures for the benefit of a common transport market 
in the Community. This approach is demanded by the Council Decisions of 29 October 
1993 establishing the network on roads, combined transport and inland waterways(4). In 
1991 the Romera report had already requested the Commission to examine and coordinate 
the network plans for all modes of transport^. 
7. Furthermore, such guidelines are to be considered as the reference framework for public 
authority action, as well as for other economic or social actions. They will serve as a 
coordinating tool for the Community financial instruments; the Commission is also 
responding herewith to the report of the Court of Auditors regarding the financing of 
transport infrastructures (Section V, notably 6.6 and 6.7)(6). 
The context of the Decision: towards a common transport market and system 
8. The transport sector contributes about 6% to the GDP of the European Community and 
plays a crucial role in the functioning of the internal market. Its present sectors, i.e. road, 
rail, water, or air, have developed differently against a background of different strategies 
and policies among national, regional and local institutions, authorities and 
administrations and inconsistent attitudes to competition between the different modes of 
transport. This has resulted in unbalanced cost and price structures, accounting practices, 
responsibility regulations, safety and environmental standards. However, the common 
transport policy requires that all efforts shall be made to make transport costs effective, 
friendly to the environment, safe and sustainable for the future. This implies that the 
different modes of transport not only compete in this market but also make use of their 
complementary natures and comparative advantages. 
9. Transport is an important instrument for the cohesion policy of the Community, as it 
ensures the flows of goods and persons on the links between the regions and the activity 
centres of Europe. 
10. The Treaty requires the environmental policy to be a common factor in other Community 
policies. The White paper on "The Future Development of the Common Transport 
Policy" has already addressed this issue, and the Commission, as announced in its 
Communication^, will take up the environmental strategic assessment as part of the 
(3) Bulletin of the European Communities, Appendix 6/93. 
(4) Council Decisions of 29 October 1993 (93/628-63 0/EEC), OJ No L 305, 10.12.1993 
(5) 
(6) 
(7) Romera Report A3-0161/91 on "Common policy in the field of transport infrastructures". 
OJNoC69, 11.3.1993. 
COM(93) 701, published on 21 December 1993. 
future network development. This together with a socio-economic assessment will be part 
of the basis for revising this Decision. 
11. Consequently, a common transport market must be developed as an open market in a 
competitive environment which enables citizens of the Union, economic operators and 
regional and local communities to derive full benefit from the setting-up of an area 
without internal frontiers with a wide range of operators and users acting on the basis of 
common rules. 
12. This common transport market has two parts: The passenger market (including 
individual transport) and the freight market. Both parts, using a common infrastructure, 
can be further broken down into: the local and regional transport market serving citizens' 
demands for mobility in the neighbourhood of their homes and for their daily commuting 
between home and work and serving business demands for transport in the -vicinity of 
their economic activities and the trans-European transport market serving citizens' 
demands for free circulation across Europe for themselves and/or their goods in long­
distance haulage. These markets also serve the national needs. 
13. For the common transport market, the existing infrastructure for transport by rail, water, 
road and air must be refurbished: Up to the year 2010, an investment volume of 
ECU 400 billion is estimated and, as part of this, projects costing ECU 220 billion have 
been identified for implementation up to the year 2000. 
14. A future trans-European network for transport forms the basic infrastructure of the trans-
European transport market. Such a network should integrate the infrastructures for the 
* various modes of transport and comprise management services which allow for an 
optimal use of the network. 
15. The degree of integration of the various transport modes into one multi-mode network 
will be determined by their contribution to the required service and infrastructure features 
of the common transport market and its parts according to socio-economic, technical, 
environmental and safety criteria. Such an integrated network should allow the 
infrastructure providers, owners and operators to optimize their own approach, while 
allowing transport service users and customers to make their best choice regardless of 
mode considerations. 
16. However, the fully-fledged concept of a single multi-mode trans-European network for 
transport is yet to be developed in a gradual process. This concerns also the use of 
pipelines. Pipelines are addressed in the context of the trans-European network for 
energy; however, for other suitable goods they might be an interesting means of transport 
as well. Their outstanding low impact on the environment might well induce a stronger 
development of this transport mode. 
17. This leads to the following conclusion: transport is: 
a fundamental tool of communication and supply for the Community; 
a vital and strategic element for Europe's economic and social development and 
welfare; 
an important sector of the internal market. 
Therefore, the Community must establish adequate transport infrastructures that allow 
efficient and safe services under the best possible environmental and social conditions. 
B. COMMUNITY ACTIONS AND SUBSIDIARITY 
18. The Community actions envisaged here can be analysed in terms of subsidiarity 
principles by answering seven basic questions. - -
(a) What are the objectives of the envisaged Community action in relation to the obligations 
of the Community? 
By this action, the Community responds to the obligations issuing from Chapter XII of 
the Treaty. 
The proposed Community action in the area of the trans-European network for transport 
contributes to several objectives of the Community: inter alia to economic growth, the 
internal market and the integration of the Community territory, to the strengthening of 
social and economic cohesion, to cooperation with third countries in Europe and the 
Mediterranean basin. More specifically, the proposed Community action will contribute 
to the integration of the various modes of transport into one single trans-European 
network for transport serving as an infrastructure for high-quality transport services 
ensuring sustainable mobility of people and goods under the best social and 
environmental conditions. 
(b) Does the envisaged action relate to an exclusive competence of the Community or a 
competence shared with the Member States? 
The envisaged action relates to shared competence between the Community and 
Member States. 
(c) What is the Community dimension of the problem (e.g. how many Member States are 
involved and which solution is in place now)? 
To improve the present situation, Community action is needed on: 
the visibility of the overall development needs of the transport networks in the 
Community as a whole and beyond, in a multimodal perspective which ensures that 
the capacities and inherent problems of each mode are taken into account (drawing 
up guidelines and network schemes); 
the conditions of interconnection (completing the missing links) and interoperability 
of existing national links (e.g. ensuring technical harmonization) in order to ensure 
their total efficiency at Community level; 
the development, consistent with existing networks, of new networks where their 
absence causes isolation (integrating landlocked, island or isolated regions) or 
hampers the development of part of the Community's territory (participation in the 
internal market). 
The task of setting up guidelines should be carried out at Community level but it is for 
the Member States to determine the precise details, the specific timing and the pace of 
completion of the infrastructure required to achieve the network defined. In accordance 
with the subsidiarity principle, the nature of the guidelines leaves Member States to act 
within their national activity plans and financial constraints, but their actions must be 
coherent with the guidelines which have been established at Community level. 
The incentives at the Community's disposal must make it possible to help reduce certain 
constraints at national level and convince a Member State, if necessary, to carry out a 
project which is within its field of competence and is of common interest. It is in this 
spirit that Community financing will favour measures for support or incentives. 
(d) Which solution is most efficient in comparison between Community measures and 
measures of the Member States? 
The proposed Community action integrates efforts of the Member States with a view to 
providing an appropriate infrastructure for a common transport market in the Community. 
The proposed Community action complements similar actions in the Member States, 
namely the establishment of network plans or outlines and investment plans. 
(e) What added value does the proposed Community action provide and what are the costs 
of no action? 
The added value of the Community action is to be seen in the improvement of transport 
services across Europe when the required investments according to the guidelines have 
been made. This contributes to a better functioning of the internal market and to the 
social and economic cohesion of the Community and enforces the citizen rights of the 
Union, namely the free movement of goods and people. 
The costs of no action would be insufficient and inefficient transport infrastructures for 
the requirements of the future which would result in low quality transport services, 
leaving the present disparities in social and economic terms of the Community regions 
in place. 
(f) Which kinds of action are at the disposal of the Community (recommendations, financial 
assistance, regulation, mutual recognition, ...)? 
In this area, there are a range of actions available to the Community. As regards the 
establishment of the guidelines, a Decision is proposed which sets out network outline 
schemes and identifies projects of common interest; a financial regulation will give a 
framework for Community support to projects of common interest; the cohesion fund and 
the regional fund will provide financial support for certain Member States for the 
implementation of projects of common interest; specific directives will address the 
interoperability on the network; the Community framework programme for R&D will 
provide support for necessary research work. 
(g) Is uniform regulation necessary or is it sufficient to draft a directive which outlines the 
general objectives while execution is left to the Member States? 
A uniform action is necessary in order to define the guidelines including objectives and 
the broad lines of measures for establishing the trans-European network for transport. 
However, detailed planning investments are done by Member States or regional or local 
bodies. 
C. COMMENTS ON THE ARTICLES OF THE GUIDELINES 
19. The Community guidelines constitute the foundation for Community actions on transport 
infrastructure, actions carried out both by the Community institutions and by the Member 
States following entirely the subsidiarity principle. While in Section 1 the objectives for 
building the network, the elements for a future trans-European network for transport and 
the broad lines of measures are all covered, and the general rules for projects of common 
interest are set out, Sections 2 to 9 deal with specific characteristics of single-mode 
networks and criteria for the identification of projects of common interest specific for 
such networks or elements of it. 
Section 1: General principles 
Objectives (Article 2) 
20. The objectives specify the general objectives set out by the Treaty, notably 
interconnection of networks, interoperability and access to the networks, for the area of 
transport. By gradually implementing the guidelines it is intended to establish a single 
trans-European network for transport which includes transport by land, sea and air. By 
completing the network, the aim of sustainable mobility will be fulfilled, an essential 
element of the Common Transport Policy, all network users benefiting from high-quality 
services offered on the network in a space without internal borders under acceptable 
economic conditions. Integrating the network means interconnecting the various modes 
of transport by appropriate intermodal links, upgrading the different elements as a 
function of their comparative advantages, and installing the necessary management to 
help to use the network in the most efficient way with respect to safety, traffic flows, 
costs and environmental impact. 
21. The network covers the territory of the Community and links the large urban areas with 
the regions of the Community. The network improves accessibility in the Community 
in an appropriate way by interconnecting, in particular, island and other isolated regions, 
and the peripheral regions with the central regions. The network includes also 
interconnections, where appropriate, with the neighbours of the Community: the EFT A 
countries, the countries of Central and Eastern Europe and the countries around the 
Mediterranean sea. 
Scope of the network (Article 3) 
22. The network is composed of the physical infrastructure for axes (routes, lines) and nodes 
(intra- and intermodal links) supported by non-material elements like services, 
e.g. management systems: the infrastructures are roads, railways, waterways, ports, 
airports, intermodal platforms, product pipelines; the services which "ensure the 
functioning of these infrastructures are in particular traffic management and control 
systems(8) for the different modes facilitating their individual and integrated operations. 
The items forming the network are for the purpose of this document called the elements 
of the network. Each of these elements is addressed in Sections 2 to 9 of the Decision 
for their specific characteristics. 
Broad lines of measures (Article 4) 
23. The broad lines of action which the Community would envisage in the field of the trans-
European Network for transport, take a number of forms, all of which are designed in 
their different ways to contribute to the objectives set out in the Decision. These lines of 
action are seen as tools to stimulate interest and involvement in the networks at all levels, 
not only at the Community and national levels but also at regional and local level, 
through both public intervention and through private investment. For the immediate 
purposes of this Decision, the two most important lines of action, which are, indeed, the 
foundations of all future actions are: 
development of network schemes; 
identification of projects of common interest. 
1. Development of network schemes 
24. These guidelines present for the first time the network schemes for all elements, except 
for pipelines(9), simultaneously. The details for each mode are to be found in Sections 2 
to 9 of the Decision. A set of maps in Annex I shows the network scheme for all 
elements; on these maps, ports are shown only where they link to the network(10) The 
(8) Most of these systems will be using the latest developments that information 
communication technologies (telematics) offer. A Communication will further address 
the basic requirements for the deployment of telematics. 
The considerations regarding pipelines as means of transport are premature; for energy 
carrier transport they are contained in the guidelines for the trans-European networks for 
energy. 
The fact that ports are shown on the maps does not indicate that ports not shown are less 
significant. 
10 (9) 
(10) 
present distribution of airports is included as well, divided into three different categories 
of Community importance. For each element of the network, individual and integral maps 
illustrate the schemes and distributions on the territory of the Community. Finally, two 
maps indicate the interconnections with the neighbours of the Community and the priority 
corridors on the territories of these neighbours. 
25. The schemes are established in such a way that the individual networks within the 
framework for their integration are as complete as possible after about 10 to 15 years 
containing all links which seem economically necessary and viable. However, the outline 
of the network at present does only take into account the present status of discussion. The 
process being commenced by this Decision might require a revision of the network 
development schemes as presented here. For this purpose, the Decision shall be revised 
after at latest five years as foreseen in the final provisions of this Decision. 
The network development and completion will be undertaken mainly by investments of 
the Member States having recourse whenever they judge it to be necessary for private 
financing, to which the Community may contribute through its financial instruments. 
These investments will be made according to the availability of appropriations; it is 
understood that investments in those projects which help to complete the network should 
have priority. 
26. A basic railway network of 70 000 km of lines including the high-speed railway network 
of 23 000 km will at the end connect the major part of the Community allowing train 
services at a speed of more than 200 km/h between the major activity regions of the 
Community. The road network of 58 000 km will be complete: to that end about 
15 000 km of the road network, mainly in the Member States eligible for the cohesion 
fund, must be realigned and upgraded to high-quality standard. The inland-waterway 
network will comprise 12 000 km of navigable inland waterways (>= class IV(11)) and the 
combined transport network links will consist of 23 000 km of railways being completed 
by building by-passes round conurbations in order to improve connection times. Traffic 
management and control systems will help to maintain the smooth movement of people 
and goods by road, rail, water and air. A high-quality standard radio navigation system 
for Europe, also based on satellites, will support the proper functioning of the network. 
2. Identification of projects of common interest 
27. Projects of common interest, help to further develop the network. They are identified 
through criteria, specifications and/or geographical information about the links to be 
addressed. 
28. To be of common interest projects must show potential economical viability and they 
must contribute to one of the priority actions listed in Article 5. Elements of the network 
might require additional specifications; they are addressed in Sections 2 to 9 of the 
guidelines. 
(,,) ECE/UN Resolution No 30 of 10-12 November 1992. 
11 
29. Each project shall be globally assessed in view of the previous paragraph in the 
appropriate framework taking into account environmental and safety aspects, and 
analysing its contribution to social and economic cohesion (e.g. by a cost/benefit 
analysis). 
30. Projects which connect the network to third countries shall be considered in the 
framework of the agreements with the third countries concerned, so that these projects 
are recognized as being of mutual interest (see 39). 
31. These guidelines identify projects as being of common interest if they contribute to the 
goal of interoperability. However, single projects might not be sufficient and specific 
actions might be necessary. This is obvious if one wishes to improve the interoperability 
of the railway networks, specifically their energy supply systems or their control and 
command systems. For this purpose the Commission will, following Article 129c, first 
paragraph, second indent, introduce proposals for specific actions in due time such as the 
interoperability directive for high-speed trains(I2). Proposals in other fields will follow as 
the need emerges. Since such interoperability actions will be covered by other proposals 
they are only mentioned in these explanatory notes to complete the picture. 
Complementary actions 
3. Follow-up of the coherence and complementarity of the financial interventions 
32. A key to the further development of the transport sector into a service market is the 
attraction of private investors. Only if private investors .share the investment risks can 
market forces really develop. As a further step in this direction, the approach of a 
private/public partnership has been developed in the White Paper on growth, 
competitiveness and employment, presented to the Council of the European Union in 
Brussels, December 1993. This is the main subject of the group of personal 
representatives of Heads of State and Governments under the chairmanship of Vice-
President Christophersen. 
33. The guidelines provide a framework reference for financial support by the Community 
financial instruments and an indication to the public authorities, the financial institutions 
and private investors. 
34. Projects which have proven their economic viability shall be examined for possible 
private financing or for a public/private partnership. Mature projects will be given 
priority. This is addressed to the Member States, when their investment programmes are 
set up. 
35. For financial contributions to projects of common interest, as identified in this Decision, 
the Council Regulation laying down general rules for the granting of Community 
financial aid in the field of trans-European networks, as proposed by COM(94) 62, and 
(12) COM( ) , "Proposal for a Council Directive on the interoperability of the High-Speed 
Rail Network. 
12 
Cohesion fund are of particular value notwithstanding other funds like ERDF for 
transport(13) and the Community loan facilities, notably of the EIB. Also, the new 
European Investment Fund (EIF) can be used for guarantees. 
36. In this context, one should mention that many projects of common interest, e.g. port 
projects or airport projects, will be financed privately or in public/private partnership. For 
these projects, the qualification "of common interest" has its own value. In this context, 
the proper evaluation of the economic viability of a project, for which general methods 
for the different infrastructures are not fully available as yet, is extremely important. 
4. R&D measures 
37. The fourth framework programme of the Community for research and development 
identifies transport related research as an important item within different-specific 
programmes (telematics, industrial technologies, energy) and comprises a specific theme 
for transport. For this theme, a specific programme has been developed in support of the 
common transport policy. This specific programme with a volume of ca ECU 240 million 
contains the necessary topics covering the needs for the further development of the trans-
European network for transport. In particular the strategic research will cover forecasting, 
modelling and scenarios on a European level which will help to get the necessary 
knowledge on future transport plans. The Commission will ensure that the results from 
this and from the other specific programmes are introduced into the decision-making 
process as soon as they become available. In that connection, the assessment of the 
comparative advantages of the different modes with respect to the overall objective of 
sustainable mobility will become possible. COST(14) will also help to introduce results 
emerging from Member States' efforts into the development process. 
5. Cooperation and conclusion of appropriate agreements with third countries 
concerned by network development 
38. The EFTA Member States last year took part in all the discussions of the working parties 
of the Commission in preparing the network plans for the individual elements of the 
network. In the framework of the Crete conference(15) discussions took place with the 
countries of Central and Eastern Europe. In future, this dialogue has to be extended to 
the Mediterranean countries. Through this dialogue, concrete actions for proper 
interconnections between the Community and these countries have been or will be 
identified. Projects of common interest (Article 129c, first paragraph) will receive 
particular attention with a view to preparing proposals under Article 129c, third 
paragraph, EC in due time. 
Special attention will have to be given to the countries associated with the Union in this 
context in order to make progress with the implementation of the relevant provisions of 
the European agreements. 
(,3) Council Regulation (EEC) No 792/93, OJ No L 79/74, 1.4.1993. 
(14) COST. The European Cooperation in the field of Science and Technology. 
(15) See conclusions of the Conference on 13-15 March 1994, in Crete, Greece. 
13 
6. Initiatives with Member States for the follow-up of the objectives 
39. In general, Member States will also support these projects in helping to accelerate their 
administrative execution and handling by regional and local authorities. 
Article 129c, second paragraph, asks Member States to coordinate amongst themselves 
vis à vis the trans-European networks. For this coordination, the Community will take 
any action necessary to promote it. 
40. The Commission will carefully follow the implementation of the guidelines. For this 
purpose, it will use the Infrastructure Committee as the coordinating body between 
Member States in order to transmit the common priorities into the national programmes. 
The Commission will, for its annual progress report, invite Member States to report on 
their actions for implementing the guidelines in their transport networks. The"Committee 
will address in particular the progress in the multimodal concept requested by the 
guidelines. 
7. Promotion of the collaboration of all interested parties 
41. Infrastructure projects may involve public administrations at different levels and/or 
private promoters. The Commission may take initiatives as appropriate to foster the 
collaboration between the different promoters of a specific project for the benefit of 
network implementation. Particular attention should be given to the legal, administrative, 
financial and organizational aspects. 
The above will be especially significant for those projects to be financed through a 
public/private partnership, as suggested by the Commission White Paper on "Growth, 
Competitiveness and Employment". 
8. Further actions for development of the network and its elements in view of the 
requirements of the objectives set out in Article 2 
42. Transport is considered to be an important tool to improve the cohesion of the 
Community. Knowledge on the relations between the provision of transport infrastructure 
and the impact on the territory will be improved through appropriate studies and ex-post 
analyses. In particular, access to the trans-European network and the links to regional 
and local infrastructure need careful examination for the optimization of the network. 
43. The Common Transport Policy has to address environmental measures in accordance with 
Article 130r of the Treaty. Infrastructure measures influence this policy and the design 
of the future trans-European network for transport should contribute to the environmental 
objectives set out by the Community. This requires in the first place standardized and 
accepted evaluation methods of the impact of the network on the natural environment 
and on living conditions. Such methods have to be incorporated into the strategic 
environmental assessment which will accompany the development of the network. In the 
follow-up of such assessments, design methods for the network need to be laid down 
14 
which allow negative environmental impacts of the network to be reduced as part of the 
objective of attaining sustainable mobility. 
44. Key elements for the future trans-European network for transport are the intermodal 
nodes of the network, the terminals or mode interfaces which allow easy transfer from 
one mode of transport to another or transfer to the commuter routes on which passengers 
or goods are transported to their final destination. For the interfaces between maritime 
transport and land transport, ports are specifically addressed in these guidelines. For the 
interfaces between air and land transport, airports are described. Intermodal platforms 
between different modes for freight transport are covered by the combined transport 
description. However, for the other links, e.g. high-speed trains and air-transport, or 
freight terminals including inland ports, work is in progress and such nodes will be 
included in the guidelines at a later stage, contributing to the further development of the 
network. The Community considers non-discriminatory access to be a key feature of 
these nodes. 
45. The operation of the trans-European network for transport will maintain the freedom of 
the user to make his own choice as to: 
which path in this network he will take; 
what type of services should be allocated; 
which and how many modes he wishes to use; 
what his time scales are; 
what price he is willing to pay 
while through the interconnection and integration of modes, synergistic effects will be 
stimulated to allow higher efficiency, higher safety standards, improved service to the 
customer and less impact on the natural environment. 
46. On the future trans-European transport market, the mode-specific transport operators will 
compete with each other using the network infrastructure provided by the network 
operators. Their infrastructure costs must in the long run be accounted for in a similar 
manner for each mode in the network taking also into account the external costs and 
charged to the transport operators as fees. It is of utmost importance that the shippers' 
logistics systems enable the various shipping costs to be accounted for as a function of 
the transport chain chosen in order to optimize the costs according to the requirements 
of the goods to be transported in accordance with the business criteria of the shipper, the 
time available, the price level, preferences for specific modes, etc. The rules on how 
infrastructure costs should be charged to users so that there are equal conditions across 
the Community remains an issue of the development of the common transport policy 
even after the adoption in October last year of rules for the road haulage sector06*. 
47. The development of the Common Transport Market is in full swing; its adequate parts 
have still to be identified and therefore adequate statistical data on traffic flows is not yet 
sufficiently available on the European level. This is also due to the fact that cross-border 
(I6) Council Directive 93/89/EEC of 25 October 1993. 
15 
statistics vanished before other methods to collect data on trans-European transport were 
fully developed and in place. Forecast methods are still under development and the 
influence of the economic developments east of the Community can only be guessed at. 
48. The future trans-European network for transport will be developed on the basis of the 
modal networks and elements addressed specifically in the guidelines. While these modal 
networks and elements will develop further according to their own requirements, 
additional optimization criteria which address the intermodal aspects and effects across 
the modes will be brought in once the multi-modal concept has been further developed. 
The proposed guidelines therefore constitute the framework under which the development 
of the modal networks towards the trans-European network for transport will be carried 
out. This also requires an examination of whether and how product pipelines have to be 
included in the network. 
49. A specific action plan is envisaged for the introduction of telematics systems and services 
in transport: 
Actions leading to the conception, the development and operation of transport and 
traffic management systems in the network on a European scale 
For the adequate, efficient and safe use of the physical infrastructure of the trans-
European transport network, its management needs to be improved. The major upgrading 
measures required for air, maritime, inland waterways, rail and road transport will also 
have to involve the intensive use of tools and services offered by information and 
telecommunication technologies (Telematics), in addition to organizational, 
administrative, legal and other measures. In promoting the use of telematic tools on a 
network basis in transport, the complementarity of action under the transport network 
guidelines with other Community actions will have to be taken into account. 
50. A key action when creating the Trans-European Network for Transport will be to set up 
an information and management system appropriate for the transport sector so that the 
user (passenger and industry) will be much better informed on the various options offered 
by the network in terms of the above criteria. 
Such a system must be considered as part of the network transport infrastructure, and 
parts of wider telecommunication and information networks might be used. This does 
not mean necessarily that only one technical system will deliver the services. But any 
system acting for the transport sector must be interoperable with any other system 
accepted in the transport network. 
51. In order to address these challenges, the Community has launched major research and 
development programmes under the 2nd and 3rd Framework Programmes and will 
continue its activities in the 4th Framework Programme. The encouraging results now 
emerging mean that steps can be taken to exploit the use of these tools. 
16 
Evolving telematics tools for the road-transport network based on different 
communication media such as the radio data system-traffic message channel of 
broadcasting, the cellular mobile telephony and short range two-way communications 
open up new possibilities for efficient use of the network. Technical developments and 
the Council Decision of 29 October 1993 on the trans-European road network have given 
the Commission the impetus to prepare an action plan for the road network and traffic 
management. 
The present incompatibilities of national railway networks are major technical barriers 
to trans-European rail services. Recent technical developments, in particular for high­
speed trains, offer the interoperability tools which should be incorporated into railway 
management as soon as they become available through control command systems. 
Similarly, the request for better surveillance of vessels in European waters carrying 
dangerous goods has resulted in the preparation of an action plan on Vessel Traffic 
Services (VTS) which will be ready by 1994. 
Congestion in air traffic is to a large extent caused by the incompatibility of the traffic 
management system. The Commission intends to address this problem by presenting 
guidelines for air traffic management. 
The deployment of telematics tools and services for network and traffic management 
requires an identification of the supportive measures that transport and 
telecommunications policies could provide; they include the interconnection of the 
telematic networks and traffic management systems so that the interoperability of the 
corresponding equipment via appropriate standardization efforts is accomplished. They 
will provide easy and non-discriminatory access for operators and users to these new 
* services; in addition they will assess the impact on European industry. 
As an example, such supportive measures will include the analysis of requirements and 
the eventual preparation of a general radio navigation plan for Europe, including 
earthbound and satellite-based systems. 
The Commission, taking these considerations into account, will also soon propose an 
action plan for the deployment of transport telematics tools in close conriection with the 
policies supporting the industrial development of the Community. 
Priority actions (Article 5) 
52. The actions mentioned in the Article for which priority shall be given when identifying 
projects of common interest take into account specifically the Common transport policy 
but also other Community policies. By these priority actions the elements of a process 
are defined which shall within the next five years lead to a fully-fledged concept and 
outline of the network which shall be implemented up to the year 2010. 
17 
Projects of common interest (Article 6) 
53. Any project may be considered as a project of common interest if it simultaneously 
works towards the objectives, concerns the network as indicated in the outlines and where 
appropriate, implements one or more of the priority actions and shows potential for 
economic viability. Additional specifications may be required for the elements of the 
network, to be found in Annex II. 
Network schemes and projects of common interest (Article 7) 
54. Member States are required to use these guidelines as a reference in order to implement 
actions relating to the network, as well as to give the necessary priority to projects of 
common interest concerning their territory. 
55. Several projects might be combined as a coherent action programme, e.g. the installation 
of travel information systems, subject to a special promotion by the Commission 
following its coordinating role as set out in Article 129c, second paragraph, of the Treaty. 
The projects promoted through the White Paper on growth, competitivity and 
employment could also be considered in this way. They benefit from a special treatment 
with regard to their promotion phase. 
Section 2: The road network 
Characteristics of the network (Article 8) 
56. The attached proposal for a Decision follows up the Council Decision of 29 October 
1993; in particular, it gives priority to the completion of the network and to the 
development of traffic management systems. It also suggests specific measures on 
network interoperability. The preparatory work on this subject was done by the Transport 
Infrastructure Committee's working party on motorways. 
57. Development of the network 
This update on the links to be built attempts to take account of three truisms: 
environmental: there are limits to the extension of the trans-European network; 
financial: funding will not always be available within the time scale set (2004); 
multimodal, the future lies in making the different modes more complementary. 
This proposal accurately reflects the ideas approved by the Council of Ministers. The 
trans-European network as a whole is made up of main links, the leading international 
routes, and minor links to interconnect the major trans-European routes, to develop 
alternative routes and to improve access to certain regions so as to further their 
development. 
18 
A number of planned international links on which a consensus seems to have been 
reached have been added. Others have been withdrawn for further study. Links of 
exclusively regional benefit should not be included in the European outline plan. Of 
course, the Commission has analysed the amendments proposed by the European 
Parliament but not endorsed by the Council of Ministers in October 1993. Some have 
been included, others not because they are regional and others are still being studied. 
Since its June 1992 proposal, the Commission has found that approximately 1 500 km 
of new trans-European motorway links have been opened. 
In its current configuration, the trans-European road network is approximately 58 000 km 
long, of which 43 000 km already exist and 15 000 km are to be built by 2004. It 
ensures continuity with the EFTA countries and connections with Central and Eastern 
Europe. - -
58. Traffic management 
The Commission intends to make utilization of the trans-European road network one of 
the priorities for action by the Community as there is a risk of journey times becoming 
seriously unreliable on many corridors and bypasses. In particular, the work carried out 
has revealed the need for closer discussions between the public authorities and operators 
to guarantee users a high quality and continuity of service on the trans-European road 
network. It is particularly important to make satisfactory provision for three tasks: 
promotion of viable, safe infrastructure, traffic management and information for users. 
Two key areas for future joint projects are information on the journey and traffic on the 
one hand and traffic management on the other. Development of telematic systems in 
* particular is an essential tool for increasingly efficient management of traffic on the trans-
European network. The objective is to set up a European traffic management system 
based on a common approach ensuring interconnection and interoperability of the existing 
systems(17). 
In particular, the Commission proposes development of the basic telematics infrastructure, 
coordination of the traffic management and user information centres and implementation 
of transfrontier projects and of schemes on the major trans-European routes and on busy 
bypasses. Immediate support should be given to the RDS-TMC system(18), for which the 
technology is already available. Similarly, the development of automatic toll, collection 
and demand management systems should be monitored to ensure sufficient 
interoperability. The Commission will give details of the appropriate action in the 
communication now being drafted on telematics services and transport. 
(17) 
(18) Moreover, this was one of the 26 projects proposed in the Commission's White Paper on 
growth, competitiveness and employment. 
A radio-based digital road traffic message system in which the general message stream 
can be tuned to the individual needs of the road user. 
19 
59. Network interoperability 
The Commission will make proposals to improve the interoperability of the intenirban 
road category and to provide a frame of reference for the traffic management systems. 
In the case of the interurban road category, the existing international conventions 
such as the 1975 Agreement on the main roads for international traffic or the 1968 
and 1973 Vienna Conventions on road signs and road markings are the technical 
specifications which the Community should take as its reference. 
In addition, the Commission will propose adoption of a frame of reference for the 
development of systems for managing traffic on the trans-European road network(19). 
In practice, the development of telematic traffic management systems has proved 
complex from the organizational, legal and institutional points of view; because of 
the national or regional differences. Without such a Community frame of reference 
there can be no large-scale development or quality use of traffic management 
facilities on the trans-European network. 
Special conditions (Article 9) 
60. This proposal refers to three types of trans-European road project: 
projects on the construction of trans-European infrastructure in the strict sense. 
The map showing the outline plan for the network and the list of trans-European 
road infrastructure to be built concentrate on new infrastructure or on upgrading. 
Some 150 projects have been proposed for the period up to 2004. In addition, 
schemes to widen existing roads (approximately 5 000 km) are all too often planned 
on a short-term or medium-term basis, making it impossible to compile an 
exhaustive list. But they must be considered projects of common interest. 
projects concerning traffic management on the trans-European network. All projects 
likely to contribute to better utilization of the trans-European road network are 
considered to be of common interest. These will include both deployment and 
demonstration activities. 
projects to ensure the interoperability of the trans-European network. Once again, 
all the projects in this category will be considered to be of common interest They 
must form part of a medium- to long-term approach. 
(19) See the study on TELTEN (Telematics Architecture and Implementation on the Trans-
European Road Network), Ertico, 1994. 
20 
Section 3: The railway network 
Characteristics of the network (Article 10) 
61. The role of the railways 
The railway network is an essential part of the multi-modal network for both passengers 
and goods. In the years ahead, the railway companies will be called upon to play a more 
important part in a transport market which respects the environment and guarantees 
continued mobility. 
The railway network must therefore be adapted to meet present and future needs in order 
to allow the companies to operate competitively, especially in those gaps in the market 
where the railways have particular technical and economic potential, namely the rapid, 
large-capacity transporting of passengers and the carriage of large volumes of goods, 
especially over long distances. 
62. The network proposed 
The work of the group of senior officials on the TGV/HST and that of the working party 
on conventional rail, which is coordinated within the committee on infrastructure, have 
provided the basis of the contribution made by rail transport to the trans-European 
network for transport. The aim of the contribution is to provide the Community with a 
network comprising the following: 
The high-speed train network. Completion of this network, which will help to make 
Europeans more mobile with less impact on the environment, is a major project for 
the Union. The network consists of 23 000 km of lines, 10 000 of these being new 
lines for speeds in excess of 250 km/h and 12 000 km being upgraded lines for 
speeds of about 200 km/h. The network will provide accessibility to high-speed 
services throughout the Union and will provide links between the main European 
towns and cities. Connections with third countries are also planned. 
The conventional lines, which are used for combined transport services and make 
the railway service more accessible to the various regions and the ports and airports. 
They also enable the network of the Union to be linked up with that of third 
countries. 
The coherent network of high-speed trains together with the conventional lines form 
a basic network consisting of 70 000 km of track, 23 000 of which are mainly used 
for combined transport services. In centrally-situated countries, there are numerous 
bottlenecks which will need to be eliminated by increasing the capacity of the lines. 
This can be done by modernizing the signalling or by constructing new tracks or 
loop lines. 
In the peripheral countries, it will, above all, be a question of improving the general 
level of quality, i.e. by refurbishing obsolete installations, electrifying certain lines 
and completing missing links to improve accessibility. 
21 
One requirement with regard to the rail network as a whole is to create new, or improve 
existing, interconnections with airports, seaports and the passenger and freight transport 
terminals. Airports of European interest should be connected to town centres and to the 
regional and intercity networks. 
63. Access to infrastructure 
One of the factors in the opening up of the European transport market is the 
implementation of Council Directive 91/440/EEC which allows international groupings 
of railway companies access to the various networks. The plans for interoperability 
should make it possible to move towards a more competitive and efficient situation in the 
rail sector. 
Special conditions (Article 11) 
64. The key links for high-speed services are shown on the map, which also shows the parts 
of the network which deserve special attention. 
The projects of common interest for this network are those which are sufficiently 
advanced for immediate action and which will enable the network to obtain a European 
dimension by the year 2000. 
Projects of common interest for the conventional lines refer to the lines for combined 
transport services, as indicated in that section. 
For all other conventional lines, the projects of common interest are those which: 
will help to increase the capacity and efficiency of lines where there is a bottleneck; 
consist of a scheme to improve safety either by automating the signalling or through 
direct infrastructure projects. 
65. In both cases, high-speed services and conventional lines, projects aimed at achieving 
interoperability in the trans-European network are therefore considered to be of common 
interest and of top priority. In particular, schemes aimed at the technical harmonization 
of infrastructure and rolling stock and the setting-up of a European system of control and 
command should be able to benefit from Community funding, including the relevant 
demonstration projects. 
Section 4: The inland waterway network 
66. In its Decision of 29 October 1993, the Council adopted an outline plan for the trans-
European inland waterway network. The Decision applies until 30 June 1995 and is 
intended to be replaced by new provisions with regard to multi-modal planning. The 
essential features of this proposal refer to this Decision. 
22 
Network structure (Article 12) 
67. Inland navigation is considered to be a cost-effective, safe and environmentally sound 
means of transport. In order to be able to fulfil its tasks optimally in a multi-modal 
transport system, it needs an efficient infrastructure. However, navigable inland waters 
do not exist in all the Member States. The most important ones are in Belgium, 
Germany, France, Luxembourg and the Netherlands. No coherent trans-European 
waterway network consisting of continuous waterways of the same gauge yet exists. 
68. The trans-European inland waterway network proposed corresponds for the most part to 
existing rivers and canals and their links (main network). A secondary network allows 
access to the main network or provides a link with other means of transport. 
The following principal axes and partial networks can be identified on a schematic basis: 
The Rhine Axis connects the main ports in the Netherlands and Belgium to the industrial 
centres of Western and Southern Germany, Eastern France and Northern Switzerland. 
The north-south axis (apart from the Rhine) links the Netherlands, Belgium and France. 
It is mainly formed by the Meuse and the Scheldt together with a number of links 
between these two rivers and in the south includes the Rhone and the Saone. 
The east-west axis crosses Northern Germany, starting from the ports of Hamburg and 
Bremen, and connects them to the German inland waterway network. In the west, there 
are links with the Belgian and Netherlands ports, and in the east, via the waterways of 
Berlin there are links to the Oder (Poland) and with the Elbe to the Czech border 
(Prague) but these are only partially navigable. 
The south-east axis is formed by the Danube. The Main-Danube canal provides a link 
with the Rhine. 
The secondary network generally provides links with the main axes. However, there are 
waterways in the Community which are not linked to the main network such as the 
Po delta (Italy), the Douro (Portugal) and the Tajo (Spain/Portugal). These waterways 
may nevertheless be of importance for intra-Community freight transport if they are used 
in the framework of combined transport or river/sea navigation. 
69. In developing the trans-European transport network, the aim is, on the basis of the 
existing waterways and as far as can be justified economically and ecologically, to create 
a coherent, uniform waterway network. The minimum technical specifications adopted 
for the waterways will be the uniform classification characteristics of the ECMT (1992), 
i.e. the creation or modernization of any sections of inland waterway should, if possible, 
be based on Class Va/Vb dimensions (international class), a draft of 2.80 m and an air 
draught of 7.00 m for container traffic. The lock dimensions have to be designed 
accordingly. 
23 
Special conditions (Article 13) 
70. In order to create a coherent and more uniform inland waterway network at European 
level, the missing links must be completed and the major bottlenecks must be removed, 
in particular by modernizing, by widening or deepening the waterway or by creating the 
necessary lock capacity and any other barrage weirs with locks required. 
The projects of common interest correspond to the links and axes as listed in Annex I; 
they were already adopted by the Council in its Decision of 29 October 1993 on the 
development of a trans-European inland waterway network. Certain links should, as far 
as possible, be started with priority within the next ten years. The amendments adopted 
by the European Parliament on 26 October 1993 for the projects of common interest have 
also been taken into consideration. 
71. The complementarity between inland navigation and other forms of transport must be 
improved by modernizing the river ports to turn them into intermodal freight traffic 
centres. For this purpose, the terminals in the ports and harbours will require adequate 
links with the road and rail network for the receipt and forwarding of freight. The 
facilities for the handling of containers and for roll-on/roll-off traffic also need to be 
further extended. 
72. This must be backed up by accelerating the introduction of harmonized systems of 
transport management and control which make use of modern information and 
communications technology. This will enable the safety of inland navigation to be 
improved, the processing of waterway traffic as a whole to be optimized and the speed 
at which freight can be transported by the inland waterways to be increased. 
Section 5 : Ports 
Characteristics (Article 14) 
73. Ports are an important part of the trans-European network and are vital to the operation 
and prosperity of all parts of the Union. They provide the essential interface between 
land and maritime transport; and maritime transport carries over 90% of the Community's 
trade with the rest of the world, some 35% of the trade between Member States and 
substantial amounts of domestic trade. The maritime transport sector is friendly to the 
environment. It is an energy-efficient transport mode of transport, and new port 
infrastructure can usually be supplied with comparatively low environmental costs and 
on a relatively small scale. The sector also has considerable potential for development 
and scope for accommodating a desirable shift of traffic from congested land corridors. 
74. The maritime sector can therefore contribute substantially to the principles and 
considerations underlying this Decision. In particular, ports and maritime transport can 
provide : 
access to the Community, including the trans-European transport network, from the 
third countries; 
24 
services which connect different sections of the network, including those which are 
friendliest to the environment; 
access and connections to other parts of the Community, including remote areas and 
islands; and 
a significant contribution to the principle of sustainable mobility, particularly where 
maritime transport provides the main section of a journey. 
75. Promoting ports and maritime transport is therefore an important and desirable part of 
common transport policy and the development of the trans-European transport network. 
As a substantial part of this development focuses on infrastructure the Decision, in so far 
as it relates to the maritime sector, concentrates largely on ports. Further, practical 
initiatives for promoting the expansion of maritime transport in Europe, i.e. coastal or 
short sea shipping, will be covered in a separate Communication to be submitted shortly. 
76. One of the strengths of the port sector is that comparatively modest projects in and in 
relation to ports can have a disproportionately large impact on transport development, and 
can, in principle, take place in any commercial port in the Community. Another strength 
is that the projects can often be identified, prepared and implemented within a reasonable 
timescale. Because of this, and the importance of competition in the port sector, the 
Decision neither provides for a network plan for ports nor sets a specific goal for port 
developments over a defined horizon. Such action would be inconsistent with such a fast 
developing and flexible sector. In order to avoid any unnecessary impact on the 
competition in this sector, no attempt is made to introduce a selection of "ports of 
Community interest". 
Specific conditions (Article 15) 
77. The port element of the Decision therefore focuses on projects of common interest. 
Article 15 introduces an Annex which explains the different categories of port or port 
related projects and the specific aims and conditions which the projects of common 
interest in this sector should meet. The specific conditions are designed to enable projects 
to be selected in a manner which is consistent and which ensures that selected projects 
do not unnecessarily distort the principle of free and fair competition between ports. 
Competition between ports is a strong feature in the port sector. It is usually present 
regardless of the status and accountability of the bodies responsible for promoting the 
ports' activities and their development plans. This status can vary according to the 
different "traditions" of port authorities in Member States. These "traditions" encompass 
both the private and the public sectors and a wide range of relationships with public or 
governmental authorities. 
78. The first specific condition therefore relates to economic viability. It requires that in each 
case a project should be demonstrated to be viable on the basis of a financial analysis 
and, if that is not possible, then on the basis of a social cost/benefit analysis, as agreed 
between the Commission and Member States experts in the Member States Group on 
Ports and Maritime Transport. This will ensure the provision of efficient projects. The 
other specific conditions provide for projects which can contribute to short sea shipping 
as well as integrating ports into the trans-European network for transport. 
25 
79. It will be appropriate for Community support from the Cohesion Fund and the Regional 
Fund to be available to port and port-related projects of common interest where the 
projects arise in Member States and areas which qualify, and where it is demonstrated 
that the projects meet the specific aims and conditions of this Decision and the objectives 
and rules governing the respective funds. However, having listened to concerns from 
Member States' and port representatives about the possible effect on competition between 
ports, the Commission envisages that in practice Community support referred to in 
Article 129c of the Treaty will be limited to feasibility studies, loan guarantees and 
interest rate subsidies: apart from exceptional cases, it will not include any co-financing 
of projects from the trans-European Network Budget line. 
80. The maps in Annex I of the Decision show, for information purposes only, ports situated 
at the ends of sections of the trans-European transport network and ferry routes between 
and within Member States and with neighbouring countries. These ports should not be 
taken as being "ports of Community interest". Ferries are defined as "vessels with multi-
deck hulls capable of carrying road and/or rail vehicles with additional facilities for the 
carriage of passengers/drivers of vehicles for whom cabin accommodation may or may 
not be divided, and where the ship's designated trading pattern is that of the regular 
scheduled service of short duration (ferry service)". 
81. For the future, the Commission intends to extend the approach to selecting port and port-
related projects of common interest to projects in CEEC countries and non-Community 
countries in the Mediterranean. It will do so in collaboration with the countries involved. 
Section 6 : The airport network 
Characteristics (Article 16) 
82. The development of the airport network within the trans-European transport network 
based on the foreseeable present and future needs(20) seeks to ensure that: 
Community airport capacity is able to meet current and future demand, taking into 
account the expected effects of the Third Civil Aviation Package adopted by the 
Council in June 1992; 
capacity development remains compatible with environmental requirements, 
particularly with regard to the impact of air transport as well as the effects of land-
side access to the airport and the ensuing growth of land-side traffic on the quality 
of life of the population living in the vicinity of airports; 
airport development contributes to the economic and social cohesion of the 
Community, with special emphasis on the links between the peripheral and the core 
regions of the Community. 
(20) SEC(93) 2127, "Rapport d'étape sur les orientations pour le réseau transeuropéen des 
aéroports". 
26 
These are the challenges the trans-European airport network will have to face in the years 
to come. 
The general objective of the guideline is to improve the use of the existing capacity of 
the network as well as that of individual airports and to develop where appropriate new 
capacity in order to meet increasing demand. Special attention will thus be given to 
initiatives aimed at easing the pressure on the large airports and favouring a geographical 
distribution of air transport services for both current and future demand. 
83. The logic of the airport network 
The logic underlying the guidelines for the trans-European airport network is conditioned 
by the specific features of air transport and is affected by the commercial policy of air 
carriers and airports. 
Thus, although it is possible to identify pressure points in the airport network, these 
pressure points do not necessarily remain constant in time and space. 
A global approach is therefore essential. Such an approach should seek to identify the 
main functions of the network as well as the development priorities necessary in order 
to meet demand. It should also seek to ensure a high level of safety and environmental 
compatibility. 
84. The trans-European airport network and its components 
Airports of common interest 
Airports of common interest are located in the European Community and are open to 
commercial traffic. They are identified on the basis of the key functions of the network 
and the role of each airport within the network in relation to these functions. 
The airport network fulfils three key functions. It provides: 
links between the Community and the rest of the world; 
links within the Community; 
access to the core of the network and links to remote areas. 
These different functions are fulfilled respectively by the following network components: 
Community connecting points; 
regional connecting points; 
accessibility points. 
The identification of the network components is based on a number of quantitative 
criteria, such as volume and distribution of passenger traffic, freight tonnage and the 
number of aircraft movements, as well as qualitative criteria, such as geographical 
27 
location. Airports which meet the criteria of the network components qualify as airports 
of common interest. 
Particular conditions (Article 17) 
85. Development priorities 
In order to achieve the objectives of the network, four sets of development priorities have 
been identified for airports of common interest. These priorities should contribute to the 
overall efficiency of the network. They include: 
Enhancement of existing airport capacity 
Enhancement of airport capacity will include improvements which enable the airport 
to meet short-term increases in demand, including improved ATC facFlitiës, more 
efficient approach procedures etc., and allow the airport to reach a best-in-class 
performance. 
Development of airport capacity 
Development of capacity will include the development of new as well as the 
extension of existing subsystems of airport ground infrastructure - runways(s), 
aprons, terminal(s) and ATC infrastructure - with a view to meeting medium to long-
term demand. 
Enhancement of environmental compatibility 
Enhancement of environmental compatibility will include improvement of the 
environmental performance of the airport by reducing the disturbance caused by the 
air traffic in and around the airport, as well as the disturbance caused by the airport-
generated traffic and the impact of airport related activities. 
Development of access to the airport and interconnections with other networks 
Such development will include the provision of new links in order to provide better 
access to the airport, such as rapid mass transit to the city centre, better strategic 
links to other main networks, including seaports, as well as to other airports. 
86. Projects of common interest 
Airport projects will qualify as projects of common interest if they are related to an 
airport of common interest and comply with the priority actions which have been 
identified within the four development priorities described above. 
These priority actions have been identified for the next five years for projects of common 
interest in relation to the different network components. 
Thus, enhancement of existing airport capacity as well as airport safety and security will 
be priorities for all network components. The expansion of existing airport capacity, as 
well as enhancement of airport access, will be priorities for Community and Regional 
connecting points, whereas the development of new airports to replace existing airports, 
28 
enhancement of environmental compatibility and the development interconnections with 
other networks will represent priority actions for Community connecting points. 
The optimal development of the airport network will further require accompanying 
measures. These will include the development of a method for the assessment of airport 
capacity and the impact of a project on capacity. It will also require a method which 
enables to draw up a "balance sheet" of the economic, social and environmental effects 
of airport projects. 
Section 7: The combined transport network 
Characteristics (Article 18) 
87. The trans-European combined transport network was approved by the "Council on 
29 October 1993. The Decision will apply until 30 June 1995, although six years from 
the entry into force of the Decision have been allowed for completion of some of the 
priority projects for the network and 12 years for others. In practice, the Council's 
objective was to adopt a transitional text which contained all the necessary components 
but would have to be reformulated in the broader context of the multi-modal network 
being planned by the Commission. For this reason, the section on the trans-European 
combined transport network contains all the transitional measures in their entirety, 
including the list of routes on which measures are urgently needed. The only changes 
necessary were to clarify three of these lines and to update the timetable for completion 
from 6 or 12 years to 5 or 10 years. 
Consequently, the specific nature of the combined transport network has been preserved 
and must be reaffirmed: combined transport uses two or more modes to carry the same 
load (swap body, container, semi-trailer or lorry). 
It therefore poses special technical problems, such as the need to harmonize gauges. 
Consequently, the combined transport network must exist in its own right and include the 
transshipment facilities. 
Special conditions (Article 19) 
88. The network must include not only the requisite rail, road and inland waterway 
infrastructure but also the shipping facilities, i.e. port infrastructure. 
A number of urgent tasks have been identified on this network to make it technically 
feasible to carry normal lorry loads by rail. These adjustments have been divided into 
two phases, one for work already in progress (or about to start), the other for projects still 
on the drawing board. Consequently, the plan is to upgrade selected routes or stretches 
within either five or ten years, as specified in the Annex. 
The terminal facilities are an important part of the network since they are the inevitable 
transshipment point and are often the weakest link in the chain. They are therefore an 
integral part of the network. 
29 
In the case of rail, transshipment implies either adjustment to the relevant gauge or use 
of low-floor rolling stock. Which of these two solutions is chosen will be decided at 
national level, in line with the subsidiarity principle. For this reason, the network also 
includes shunting yards and rolling stock. 
Section 8: Information and vessel traffic management network for European waters 
Characteristics (Article 20) 
89. Most goods transported to and from the Community are carried by sea. This trade 
generates considerable volumes of traffic along Europe's coasts, in addition to the vessels 
in transit. 
Establishment of a European shipping traffic management system must be based~on three 
key activities: 
Establishment or upgrading of shipping traffic management (STM) infrastructure, 
especially in areas with heavy transit traffic, to protect sensitive environments. 
Establishment of a Community information system on vessel movements in 
European waters. The Council adopted the first Directive on the subject in 
September 1993, introducing a system for mandatory notification of vessels bound 
for or leaving Community ports or involved in incidents in European waters. The 
exchanges of information required by this Directive, both between vessel operators 
and the national authorities and between different national authorities, call for the 
establishment of telematics, particularly EDI, systems capable of virtually real-time 
transmission of sometimes enormous volumes of information (particularly on 
cargoes). 
At the Council's request, in December 1993 the Commission submitted a further 
proposal for a more comprehensive information system covering vessels in transit 
in particular. Introduction of this system will add to the need for a European 
network for exchanges of information on shipping. 
A European policy is also being formulated on radionavigation infrastructure to offer 
users of various modes of transport reliable, precise information on their position. 
Pending the multi-modal European radionavigation plan taking into account the 
satellite systems developed, the Community has shown interest in formulating and 
implementing a European policy on the earth stations for the "LORAN-C" system. 
In the absence, for the foreseeable future, of a civil satellite system under the 
operational control of European states and covering all of Europe, the LORAN-C 
European network will provide users with reliable radionavigation channels under 
European control. 
90. The'SGTJM (Management and Information System on Maritime Traffic) to be set up 
should therefore include STM, radionavigation channels and the appropriate applications 
of telematics, particularly to guarantee operation of the European vessel notification 
30 
system. If necessary, this network could also include development of the missing land-
based infrastructure required to ensure satisfactory implementation in the Community of 
the IMO's worldwide system for vessels in distress and safety at sea (SMDSM). 
Special conditions (Article 21) 
91. The projects of common interest give priority to any activity concerning management, 
control and information infrastructure and systems fitting in with the characteristics of 
a network and improving its interoperability and to demonstration projects to support 
implementation of the network. 
Section 9: The air traffic management network 
Characteristics and special conditions (Articles 22 and 23) 
92. In the late 1980s, the sudden, sharp deterioration in the punctuality of flights in Europe 
raised everyone's awareness of a number of shortcomings in Europe's air traffic 
management system and of the need for rapid measures to prevent them from becoming 
an obstacle to the deregulation policy otherwise pursued for aviation activities. 
These shortcomings can be summed up as: 
- insufficient capacity due to: 
underutilization of airspace, particularly because of the large amounts reserved or 
restricted for military purposes; 
manifest undermanning of many control centres; 
lack of optimization of the flight path network; 
working methods themselves and the poor performance of the controller/system 
interface; 
- loss of capacity due to: 
political frontiers, which prevent optimum division of airspace; 
technical frontiers, which militate against extension of the advantages of 
automation across geographical frontiers; 
financial frontiers, which make it impossible for the most dynamic countries to 
reap the full benefit of their investments because of the bottlenecks created by 
their less prosperous or less motivated neighbours; 
social constraints and a certain inflexibility in planning control capacity; 
- imbalance between supply and demand due to lack of knowledge of traffic flows and 
insufficient sharing of demand around Europe in line with the capacity available. 
31 
93. This analysis conducted under the auspices of the European Civil Aviation Conference 
(ECAC), with the support of the Commission, prompted European aviation circles to 
ask Eurocontrol: 
to introduce a central traffic flow management system; 
to promote harmonization, then integration, of air traffic control systems, which 
will entail: 
a review of flight paths and of the division of airspace between civil and 
military users and into different sectors; 
standardization of facilities and procedures in order to remove technical 
barriers; 
joint, coordinated planning of investment; 
j oint research and development to stimulate the emergence of new technologies 
which will make the system more efficient and cut costs (navigation satellites, 
generic communication facilities, closer surveillance making it possible to 
reduce spacing, aids for controllers to allow completely safe handling of more 
aircraft in the same space, etc.). 
94. The Member States in turn have undertaken to invest the human and material 
resources required in order to attain these joint objectives. 
The trans-European dimension of air traffic management should ensure that the whole 
of Europe benefits from the instruments offered by this proposal. 
Section 10: Common provisions 
Projects of common interest for the entire network (Article 24) 
This Article deals with communication and navigation infrastructure for the entire network. 
95. For the different modes, in particular, maritime and air transport radio navigation 
systems are of great importance for the safety of the traffic. For this purpose, projects 
of common interest should help to modernize the present systems for the benefit of 
efficiency and safety. Furthermore, the action should eventually lead to a common 
system for Europe including satellite technologies but deploying also other earth 
bound systems. 
96. For all modes of transport, spotting and positioning of vessels, rolling stock, 
containers, goods is an mportant issue. Modern satellite technologies like GPS or 
GLONASS(21), where appropriate, complemented by earth bound systems, allow 
nowadays to fix the coordinates of a receiver of satellite signals very accurately. This 
requires accurate signals from the satellites and specific receivers with sufficient 
intelligence capacity to decode the satellite signals into accurate geographic positions. 
The present military systems are artificially slightly distorted and the owners of the 
(21) Satellite-based military positioning systems; GPS (Global Positioning System) belongs to 
the USA and GLONASS to Russia. 
32 
systems do not at present guarantee undisturbed operations for civilian users. A 
civilian system which guarantees undisturbed use under any circumstances seems to 
be appropriate since the range of applications of such positioning systems in transport 
is very promising in terms of traffic safety and efficiency of transport services. Such 
systems, however, will only penetrate the transport market if permanent service is 
guaranteed. 
97. These projects should be launched in an appropriate manner taking into account other 
Community actions, in particular those emerging from the information and 
telecommunication policies. 
Specification of projects of common interest (Article 25) 
98. The Commission may, assisted by the Committee, specify projects of common interest 
identified in this Decision. For this purpose the Committee will work as a 2a type 
Committee. 
The projects of common interest are identified by this Decision in the broad sense of 
the guidelines. The Commission will, for the different modes and the entire network, 
establish a project follow up system which in the first place shall ensure that the 
requirements set out by these guidelines are fulfilled. Secondly, the follow up system 
shall also help to promote the projects of common interest and support the 
coordination between the Member States and the parties involved. Projects which are 
submitted for financial assistance from Community instruments will be further 
supported through these instruments. 
Furthermore, it will be ensured that projects which concern other policies of the 
Community, i.e. the management projects which relate also to Telematics and 
Telecommunication, are assessed and handled appropriately. This could be 
accomplished by consulting relevant Committees of other Community instruments. 
Committee (Article 26) 
99. The Infrastructure Committee as established by Council Decision 78/174/CEE will be 
the body to assist the Commission in the follow-up of this Decision. 
The Committee shall assist the Commission for the appropriate handling of the 
projects and serve as an information and communication body between Member States 
with regard to the projects of common interest and between Member States and the 
Commission. 
Annual Report (Article 27) 
100. The Commission will regularly report to the Council and Parliament, the Committee 
of the Regions and the Economic and Social Committee on the progress in 
implementing the guidelines. The first report is foreseen two years after the entry into 
force of this Decision. 
33 
Assessment of the guidelines (Article 28) 
101. The network scheme and the identification of projects of common interest as 
addressed in Sections 2 to 9 of this Decision will be assessed: at the latest five years 
after the entry into force of this Decision, the Commission will establish a detailed 
assessment of the guidelines included here, in order to verify the progress achieved 
in the gradual integration of the network according to the objectives set out in 
Article 2 of this Decision. 
Entry into force (Article 29) 
102. The outline plans already in force for road, inland waterways and combined transport, 
remain in force until 30. June 1995. However, these guidelines will substitute them, 
as soon as they are ratified, through the joint declaration of the European Parliament 
and the Commission(22) on the legislative programme for 1994. 
Annex I: maps of the network outline schemes 
103. Annex I comprises maps which illustrate the geographical outline of the elements of 
the network: the network schemes. These maps are at present mode oriented; however, 
maps including all modes of transport are in preparation and will be added as soon as 
available. 
The connections between the Community and its neighbours are illustrated by some 
maps, with regard especially to the Crete Conference(23), and are included, for 
information, in this Annex. 
Annex II: links and specifications 
104. Projects of common interest are related to 
links and axes for the network elements, described in Sections 2 to 4, 
criteria and/or specifications for nodes, described in Sections 5 and 6, 
the railway sections of the combined transport network described in Section 7. 
For projects concerning management or traffic control the entire network, as described 
in the maps for the network plans in Annex I, is an eligible area of application. 
The information contained in Annex II helps to identify the projects of common 
interest for the elements of the network. Since the situation in terms of competition 
is quite difficult specifically for the nodes in the network an identical approach for all 
elements of the network seems inappropriate. 
(22) SEC(94) 277. 
(23) 13-15 March 1994 in Crete, Greece. 
34 
While for axes and routes, the identification of links is chosen as the best way of 
identifying projects of common interest, for the nodes (terminals, ports, airports) 
specific criteria is the preferred way of identification. 
105. The information given is based on a proposal from the Commission on the European 
high-speed rail network(24), the Decisions of 29 October 1993 on trans-European 
combined transport, road and inland waterway networks(25), as well as the report of the 
working party on the conventional rail network and the Commission services' progress 
reports on seaports and airports, available in the form of Commission services' 
documents(26). 
(24) SEC(90) 2402. 
(25) See footnote (3). 
(26) SEC(93) 2128, "Report of the conventional rail working group on a Trans-European Rail 
Network". 
SEC(93) 2129, "Working report on ports and Trans-European Networks". 
SEC(93) 2127, "Progress report on the guidelines for the Trans-European Airport 
Network". 
35 
Proposal for a 
EUROPEAN PARLIAMENT AND COUNCIL DECISION 
on Community guidelines for the development of the 
trans-European transport network 
THE EUROPEAN PARLIAMENT AND THE COUNCII, OF THE EUROPEAN UNION, 
Having regard to the Treaty establishing the European Community, and in particular the first 
paragraph of Article 129d thereof, 
Having regard to the proposal from the Commission, 
Having regard to the opinion of the Economic and Social Committee(1), 
Having regard to the opinion of the Committee of the Regions(2), 
(1) Whereas the establishment and development of trans-European networks contribute to 
the attainment of major Community objectives, such as the completion of the internal 
market and the strengthening of economic and social cohesion; 
(2) Whereas the establishment and development of trans-European transport networks 
throughout the territory of the Community also have the specific objectives of ensuring 
the sustainable mobility of persons and goods under the best possible social and 
environmental conditions and combining all modes of transport, taking account of their 
comparative advantages; 
(3) Whereas the Commission's White Paper on the development of a common transport 
policy calls for the integration of all networks relating to various modes of transport into 
a single trans-European rail, road, air, sea and inland waterway passenger and goods 
transport network, with a view especially to better protecting the environment by making 
optimum use of existing capacities; 
(4) Whereas network integration at European level can only be developed progressively by 
interlinking different modes of transport with a view to making better use of the inherent 
advantages of each; 
(5) Whereas, in order to achieve these objectives, action by the Community to establish 
guidelines is necessary in accordance with the principle of subsidiarity; whereas such 
action should concern the establishment of priorities and the broad lines of action 
proposed in the field of trans-European transport networks; 
a) 
(2) 
36 
(6) Whereas it is also necessary to identify projects of common interest which contribute to 
the achievement of these objectives and which correspond to the priorities established; 
whereas only projects which are potentially economically viable should be taken into 
account; 
(7) Whereas due account has been taken of Council Decision 93/628/EEC of 29 October 
1993 on the creation of a trans-European combined transport network(3), Council 
Decision 93/629/EEC of 29 October 1993 on the creation of a trans-European road 
network(4) and Council Decision 93/630/EEC of 29 October 1993 on the creation of a 
trans-European waterway network(5), which have been integrated into this Decision in 
accordance with the multimodal approach which it is intended to promote; 
(8) Whereas measures in the field of telecommunications and telematics can contribute to 
the efficient implementation of control and management measures for each component 
of the network and for the network as a whole; whereas the synergies needed to ensure 
the integration of the transport network should be sought; whereas those synergies also 
concern general Community measures in the field of telecommunications; whereas 
projects of common interest are being identified to that end; whereas the Commission 
will need to formulate appropriate proposals at a later stage to ensure that those systems 
are optimally deployed; 
(9) Whereas the Commission should be assisted in specifying projects of common interest 
by the Committee on Transport Infrastructures set up by Council Decision 78/174/EEC(6), 
(3) 
(4) 
(5) 
(6) OJNoL305, 10.12.1993, p. 1. 
OJNoL 305, 10.12.1993, p. 11. 
OJ No L 305, 10.12.1993, p. 39. 
OJNoL 54, 25.2.1978, p. 16. 
37 
HAVE ADOPTED THIS DECISION: 
SECTION 1: GENERAL PRINCIPLES 
Article 1: Purpose 
The purpose of this Decision is to establish guidelines covering the objectives, priorities and 
broad lines of measures envisaged for the establishment of the trans-European transport 
network; it also identifies projects of common interest, the implementation of which should 
contribute towards development of the network. 
Article 2: Objectives 
1. The trans-European transport network shall develop progressively between now and the 
year 2010 by integrating national land, sea and air transport infrastructure networks 
throughout Europe. 
2. The network shall: 
- ensure the sustainable and safe mobility of persons and goods within the area without 
internal frontiers under the best possible social conditions, while contributing to the 
attainment of the Community's environmental objectives ; 
- offer users high-quality infrastructures and associated services on acceptable economic 
terms; 
- combine all modes of transport, taking account of their comparative advantages; 
- allow the optimal use of existing capacities; 
- be interoperable in all its components; 
- cover the whole territory of the Community, interlinking the major conurbations and 
regions of the Community, facilitating access in general, and linking island, peripheral 
and landlocked regions to the central regions; 
- allow for its extension to the networks of EFTA member states, countries of Central 
and Eastern Europe and Mediterranean countries, while at the same time promoting 
interoperability and access to these networks. 
Article 3: Scope of the network 
1. The trans-European transport network shall comprise infrastructures, services and 
management systems. The harmonious operation of these components shall enable the 
objectives described in Article 2 to be achieved. It shall comprise the following 
infrastructures: roads, railways, waterways, ports, airports, navigation aids, intermodal 
freight terminals, and product pipelines, together with the services necessary for the 
38 
separate or combined operation of these infrastructures, including traffic management and 
control systems. Other components contributing to the smooth operation of the network 
may be added to this list. 
2. The specific characteristics of certain network components are further described in 
Articles 8 to 23 of this Decision. 
Article 4: Broad lines of measures 
The broad lines of Community measures shall cover: 
m 
the development of network structure plans, illustrated where appropriate by maps; 
the identification of projects of common interest; 
the promotion of network interoperability; 
the pursuit of consistency and complementarity of financial aid; 
research and development; 
permanent cooperation and the conclusion of appropriate agreements with third countries 
concerned by development of the network; 
incentives for Member States to further the objectives pursued; 
promotion of the continuous cooperation of interested parties; 
any other measures which prove necessary for the achievement of the objectives referred 
to in Article 2. 
Article 5: Priorities 
The priorities shall be: 
completion of the connections, key links and interconnections needed to eliminate 
bottlenecks, fill in missing links and complete major routes; 
achievement of interoperability of network components; 
development of access to the network, taking particular account of the need to link 
island, peripheral and landlocked regions to the centre of the Community; 
optimization of the capacity and efficiency of existing infrastructure; 
optimum combination of modes of transport with a view to sustainable mobility; 
39 
improvement of interconnection nodes and intermodal interchanges; 
improved safety and network reliability; 
integration of environmental concerns into the design and development of the network; 
design, development and implementation of systems for the management and control of 
network traffic with a view to their optimization; 
development and promotion of the information needed by network users; 
studies contributing to improved network definition. 
Article 6: Projects of common interest 
1. Any project which: 
- pursues the objectives referred to in Article 2; 
- concerns the network defined in Article 3; 
- corresponds to one or more of the priorities referred to in Article 5; and 
- is potentially economically viable, 
shall be considered to be of common interest. 
2. Projects shall also comply with the special conditions set out in Articles 8 to 23 of this 
Decision in respect of the elements to which they relate. 
Article 7: Outline plans and projects of common interest 
1. Member States shall take all appropriate measures to give effect to the network structure 
plans and in particular to facilitate and accelerate implementation of the projects of 
common interest. 
2. Projects may be grouped together and combined to form a unit to be implemented within 
a given period. 
SECTION 2: ROAD NETWORK 
Article 8: Characteristics 
1. The trans-European road network shall comprise motorways and high-quality roads. It 
shall be supplemented by new or adapted links. 
40 
2. The network shall include infrastructure for traffic management and user information, 
based on active cooperation between traffic management systems at European, national 
and regional levels. 
3. This network shall guarantee users a high, uniform and continuous level of services, 
comfort and safety. 
4. Within the framework of the intermodal integration referred to in Article 2, the road 
network shall develop progressively between now and the year 2004 in accordance with 
the structure indicated on the maps in Annex I. 
Article 9: Special conditions 
Without prejudice to Articles 6 and 24, projects of common interest shall concern the links 
listed in Annex II and marked on the maps shown in Annex I. 
SECTION 3: RAIL NETWORK 
Article 10: Characteristics 
1. The rail network shall comprise: 
- the high-speed network, comprising new lines equipped for speeds equal to or greater 
than 250 km/h and/or adapted lines for speeds of the order of 200 km/h; 
- conventional lines intended for all forms of rail transport including the continuation 
of high-speed services and the rail segment of combined transport referred to in 
Article 18. 
2. The network shall offer users a high level of quality and safety, owing to: 
- its continuity and its interoperability, brought about in particular by technical 
harmonization and a harmonized control system; 
- easy access to urban and suburban transport centres, airports, seaports and intermodal 
interchanges; 
- appropriate information systems. 
3. Within the framework of the intermodal integration referred to in Article 2, the rail 
network shall develop progressively between now and the year 2010 in accordance with 
the structures indicated on the maps in Annex I. 
Article 11: Special conditions 
Without prejudice to Articles 6 and 24, projects of common interest shall concern the links 
listed in Annex II and marked on the maps shown in Annex I. 
41 
SECTION 4: INLAND WATERWAY NETWORK 
Article 12: Characteristics 
1. The trans-European inland waterway network shall comprise a main network consisting 
of rivers and canals and a secondary network comprising branch canals providing access 
to the main network and to the main intermodal nodes and interconnection with the other 
components of the network. It shall also utilize port infrastructures and high-performance 
traffic management systems. 
2. The minimum technical characteristics for waterways forming part of the network shall 
be those laid down for a class IV waterway, which allows the passage of a vessel or a 
pushed train of craft 80-85 m long and 9.50 m wide. Where a waterway forming part of 
the network is modernized or constructed, the technical specifications shall" correspond 
at least to class IV, shall enable class V a/V b to be achieved at a later date, and shall 
make satisfactory provision for the passage of vessels used for combined transport. 
Class V a allows the passage of a vessel or a pushed train of craft 110 m long and 
11.40 m wide and class V b allows the passage of a pushed train of craft 172-185 m 
long and 11.40 m wide. 
3. Within the framework of the intermodal integration referred to in Article 2, the waterway 
network shall develop progressively between now and the year 2010 in accordance with 
the structure indicated on the map in Annex I. 
Article 13: Special conditions 
Without prejudice to Articles 6 and 24, projects of common interest shall concern the links 
listed in Annex I and marked on the map referred to in Article 12(3). 
SECTION 5: PORTS 
Article 14: Characteristics 
Ports shall provide the link between land transport and sea transport. They shall provide 
equipment and services to sea transport operators. Sea transport shall provide a range of 
passenger and goods services, including ferry services and short- and long-distance shipping 
services within the Community and with third countries. 
Article 15: Special conditions 
Without prejudice to Articles 6 and 24, projects of common interest must comply with the 
conditions specified in Annex II. 
42 
SECTION 6: AIRPORT NETWORK 
Article 16: Characteristics 
The trans-European airport network shall comprise airports of common interest situated within 
the territory of the Community which are open to commercial air traffic and which comply 
with the criteria set out in Annex II. According to their function within the network, these 
airports shall be classified as Community connecting points where their main function is to 
link the Community to the rest of the world, as regional connecting points where their main 
function is to provide links within the Community, and as accessibility points where they 
facilitate access to the network or open up isolated regions. 
Article 17: Special conditions 
Without prejudice to Articles 6 and 24, all projects of common interest shall concern airports 
of common interest as defined by the criteria referred to in Article 16 and comply with the 
specifications in Annex II. These specifications shall enable the airport network to meet 
demand growth between now and the year 2005. 
SECTION 7: COMBINED TRANSPORT NETWORK 
Article 18: Characteristics 
1. The trans-European combined transport network shall comprise sea, rail and inland 
waterway links which, combined where appropriate with initial and/or terminal road 
haulage, permit the long-distance transport of goods between all Member States. The 
links in question are marked on the map in Annex I. 
2. Installations permitting transshipment between the rail network, the inland waterway 
network, the road network and shipping shall form part of the combined transport 
network. Provisionally, suitable rolling stock may also be included where the 
characteristics of the infrastructure so require. 
Article 19: Special conditions 
Without prejudice to Articles 6 and 24, combined transport projects of common interest shall 
concern the links listed in Annex II and marked on the map referred to in Annex I. 
SECTION 8: EUROPEAN WATERS SHIPPING INFORMATION AND 
MANAGEMENT NETWORK 
Article 20: Characteristics 
The trans-European shipping management and information network shall concern: 
coastal and port shipping services; 
vessel positioning systems; 
43 
reporting systems for vessels transporting dangerous goods; 
communications systems for distress and safety at sea. 
It is intended to guarantee a high level of safety and efficiency of shipping and environmental 
protection in European waters. 
Article 21: Special conditions 
Without prejudice to Articles 6 and 24, any project concerning: 
the understanding, organization and management of shipping and assistance to shipping 
in European waters, in particular in converging, dangerous or busy sea areas or with a 
view to protecting environmentally sensitive areas of the Community against the risks 
linked to shipping; 
implementation of the Community shipping information system in European waters, in 
particular as regards the movements and cargoes of vessels transporting dangerous or 
polluting goods; 
adaptation of digital data links and equipment intended to permit or optimize the 
coordination and exchange of computerized data within the network; 
traffic control and management systems; 
demonstration projects relating to the above projects, „ 
may be considered to be of common interest. 
SECTION 9: AIR TRAFFIC CONTROL NETWORK 
Article 22: Characteristics 
The trans-European air traffic management network shall comprise the aviation plan (airspace 
reserved for general aviation, aviation routes and aviation aids), the traffic management 
system, and the air traffic control system (control centres, surveillance and communications 
facilities) that are necessary for safe and efficient aviation in European airspace. 
It shall be established progressively with the aim of increasing network capacity and 
optimizing network utilization. 
Article 23: Special conditions 
Without prejudice to Articles 6 and 24, any project concerning: 
air traffic management which helps supply keep pace with demand; 
44 
better utilization of airspace by the various users and the establishment of a consistent 
and efficient system of routes; 
the harmonization of facilities and procedures so as to integrate the various service 
providers into a unified system; 
the improvement of system productivity, in particular by means of automated control 
assistance and potential conflict detection and resolution systems; 
the installation of means of communication, navigation and surveillance necessary for 
air traffic control, including the promotion of new technologies, in particular satellites 
and digital data networks; 
staff training on a harmonized basis, 
may be considered to be of common interest. 
SECTION 10: COMMON PROVISIONS 
Article 24: Projects of common interest for the whole of the network 
Without prejudice to Article 6, projects concerning the establishment of: 
satellite positioning and navigation infrastructures; 
the infrastructure needed for the European radio-navigation plan developed in 
collaboration with the competent international bodies, 
shall be considered to be of common interest for all network components and for the network 
as a whole. 
More generally, the projects which may benefit from developments in the telecommunications 
sector and telematics applications of general interest, will be subject to proper scrutiny to 
ensure the necessary dovetailing between the trans-European transport network and the 
trans-European telecommunications infrastructure network. 
Article 25: Identification of projects of common interest 
The Commission may specify the projects of common interest in accordance with the 
procedure laid down in Article 26. 
Article 26: Committee 
1. The Commission shall be assisted by the Committee on Transport Infrastructures. 
2. The representative of the Commission shall submit to the Committee a draft of the 
measures to be taken. The Committee shall deliver its opinion on the draft within a time 
limit which the Chairman may lay down according to the urgency of the matter. The 
45 
opinion shall be delivered by the majority laid down in Article 148(2) of the Treaty in 
the case of decisions which the Council is required to adopt on a proposal from the 
Commission. The votes of the representatives of the Member States within the 
Committee shall be weighted in the manner set out in that Article. The Chairman shall 
not vote. 
The Commission shall adopt measures which shall apply immediately. However, if these 
measures are not in accordance with the opinion of the Committee, they shall be 
communicated by the Commission to the Council forthwith. In that event the 
Commission may defer application of the measures which it has decided for a period of 
not more than one month from the date of such communication. 
The Council, acting by a qualified majority, may take a different decision within the 
time limit referred to in the previous paragraph. " -
3. The Committee may examine any matter relating to the development of the 
trans-European transport network. 
Article 27: Annual report 
The Commission shall report to the Council, the Parliament, the Economic and Social 
Committee and the Committee of the Regions on the implementation of the guidelines 
described in this Decision two years after its entry into force and annually thereafter. 
Article 28: Evaluation of guidelines 
At the latest five years after the entry into force of this Decision, the Commission shall 
evaluate the implementation of the guidelines laid down herein, including the network 
structure plans and the identification of the projects of common interest, to verify the progress 
made in bringing about the progressive integration of the network in accordance with the 
objectives described in Article 2. 
Article 29 
This Decision shall enter into force on 1 July 1995. 
Article 30 
This Decision is addressed to the Member States. 
Done at Brussels, 
For the European Parliament For the Council 
The President The President 
46 
ANNEX I: NETWORK SCHEMES 
ILLUSTRATED BY 
MAPS 
47 


SCHEMA DU RESEAU ROUTIER 
TRANSEUROPEEN (HORIZON 2004) 
TRANSEUROPEAN ROAD NETWORK 
OUTLINE PLAN (2004 HORIZON) 
LEITSCHEMA DES TRANSEUROPÀISCHEN 
STRASSENNETZES (HORIZONT 2004) 
EXISTANT/EXISTING/BESTEHEND 
PUWRE/PUVNNED/GEPLANT 
LES CONNEXIONS DANS LES PAYS "TIERS SONT PUREMENT INDICATIVES 
THIRD COUNTRY CONNECTIONS ARE PURELY INDICATIVE 
VERKNDUNGEN MIT DRITTLANDERN NUR HINWEISEND 





ÏLAN0 
mmzm 
UNO 
OENQVA 
jÂNCÔ*^ 
Ç2& 
ROMA BARi 
> 
NÂPOLt 
CAGUARI 
SCHEMA DU RESEAU ROUTIER 
TRANSEUROPEEN (HORIZON 2004) 
TRANSEUROPEAN ROAD NETWORK 
OUTLINE PLAN (2004 HORIZON) 
LEITSCHEMA DES TRANSEUROPÂISCHEN 
STRASSENNETZES (HORIZONT 2004) 
—• EXJSTANT/EXJSTINGVBESTEHEND 
. . PLANIFIE/PLANNED/GEPLANT 
CORRIDORS PRIORITAIRES EN EUROPE DE L'EST 
' • • EASTERN EUROPE PRIORITY CORRIDORS 
PRIORITARE KORRIDORE IN OST-EUROPA 
LES CONNEXJONS DANS LES PAYS TIERS SONT PUREMENT INDICATIVES 
LIAISONS DANS L'EX-YOUGOSLAVIE SEULEMENT P.M. 
THIRD COUNTRY CONNECTIONS ARE PURELY INDICATIVE 
LINKS IN FORMER YUGOSLAVIA P.M. ONLY 
VERB1NDUNGEN MIT DRITTLANDERN NUR HINWEISEND 
VERB1NOUNGEN IN FRÙHEREN YUGOSLAWIEN NUR P.M. 
ITALIA SCALE 1:5 500.000 03/94 PALERMO 
S 
0 i ;50 400^ISOkirC 
SCHEMA DU RESEAU ROUTIER 
TRANSEUROPEEN (HORIZON 2004) 
TRANSEUROPEAN ROAD NETWORK 
OUTLINE PLAN (2004 HORIZON) 
LEITSCHEMA DES TRANSEUROPÂISCHEN 
STRASSENNETZES (HORIZONT 2004) 
EXISTANT/EXISTING/BESTEHEND 
PLANIFIE/PLANNED/GEPLANT 
NEDERLAND SCALE: 1:1.900.000 03/94 
150 km 




HIRTSHALS SCHEMA DU RESEAU FERROVIAIRE 
TRANSEUROPEEN (HORIZON 2010) 
TRANSEUROPEAN RAILWAY NETWORK 
OUTLINE PLAN (2010 HORIZON) 
LEITSCHEMA DES TRANSEUROPÀISCHEN 
EISENBAHNNETZES (HORGONT 2010) 
mmtmm RESEAU EUROPEEN GV (LN et LA) / EUROPEAN HS NETWORK (NI and Ut) 
EUROPAISCHES HG-NETZ (ABS und MBS) 
mmmmmm LIGNES CONVENTIONNELLES / CONVENTIONAL UNES / KONVENTIONELLE STRECKEN 
* + + + LIGNES EUROPEENNES TC/ EUROPEAN CT L»4ES / EUROPAJSCHE KV-LMEN 
LIGNES A DETERMINER OU A EVALUER / UNES TO BE DETERMINED OR EVALUATED / 
FESTZULEGENDE UNDZU UNTERSUCHENOE STRECKEN 
•" «•• LIGNES A GV/HS LINES/HG-STRECKEN 
••• ••• LIGNES CONVENTIONNELLES / CONVENTIONAL LUES I KONVENTIONELLE STRECKEN 
LES CONNEXIONS AVEC LES PAYS TIERS SONT PUREMENT INDICATIVES 
THRO COUNTRY CONNECTIONS ARE PURELY INDICATIVE 
VERBMXNGEN MIT DRITTLANDERN NUR HNWEISEND 
O 
A (y 
-•vi 

SCHEMA DU RESEAU FERROVIAIRE 
TRANSEUROPEEN (HORIZON 2010) 
TRANSEUROPEAN RAILWAY NETWORK 
OUTUNE PLAN (2010H0RIZON) 
LEITSCHEMA DES TRANSEUROPAISCHEN 
EISENBArttCTZES (HORIZONT 2010) 
SCALE: 1:5.250.000 
^™^~ UG*CSCX>WENrK»«CUXS/a»NENrK»W. LINES/KONVEOTX^^ 
+ + + 4> U<>eSEuROPe£MNESTOEUROf€ANCTU«S/euROPAISa-eKV.tjMEN 
LIGNES A DETERMINER OU A EVALUER / LINES TO BE DETERMINED OR EVALUATED I 
FESTZULEGENDE UNO ZU UNTERSUCHENDE STRECKEN 
•• •• UOKCSAGV/HSLtCS/HG-STRECKEN 
LIGNES CONVENDOtCLLES / CONVENTIONAL UNES / KONVENTIONELLE STRECKEN 
LES CONNEXIONS DANS LES PAYS TERS SONT PUREMENT mCATIVES 
THRO COUNTRY CONNECTIONS ARE PURELY NMCAT1VE 
VERBMXJNGEN MTT ORmUUNDERN NUR MNWEISEND 
,H 
^ 

SCHEMA DU RESEAU FERROVIAIRE TRANSEUROPEEN (HORIZON 2010) 
TRANSEUROPEAN RAILWAY NETWORK 
OUTLINE PLAN (2010 HORIZON) 
LEITSCHEMA DES TRANSEUROPÀISGHEN 
EISENBAHNNETZES (HORIZONT 2010) 
•MI^M RESEAU EUROPEEN GV (LN et LA) / EUROPEAN HS NETWORK (NL and UL) 
EUROPAlSCHES HG-NETZ (ABS und NBS) 
mmm"•• LIGNES CONVENTIONNEUES / CONVENTIONAL UNES / KONVENTKJNEUE STRECKEN 
+ + + + UGNES EUROPEENNES TC / EUROPEAN CT UNES / EUROPAISCHE KV-UNIEN 
LIGNES A DETERMINER OU A EVALUER / LINES TO BE DETERMINED OR EVALUATED / 
FESTZULEGENDE UND ZU UNTERSUCHENDE STRECKEN 
^ •••• UGNES A GV/HS UNES/H&STRECKEN 
• •" •• UGNES CONVENTIONNELLES / CONVENTIONAL UNES / KONVENTIONELLE STRECKEN 
LUXEMBURG / LUXEMBOURG SCALE: 1:400.000 03/94 
15 km 
cl-t 
SCHEMA DU RESEAU FERROVIAIRE 
TRANSEUROPEEN (HORIZON 2010) 
TRANSEUROPEAN RAILWAY NETWORK 
OUTLINE PLAN (2010 HORIZON) 
LEITSCHEMA DES TRANSEUROPÂISCHEN 
EISENBAHNNETZES (HORIZONT 2010) 
•MM» RESEAU EUROPEEN GV (LN et LA) / EUROPEAN HS NETWORK (NL and UL) 
EUROPAlSCHES HG-NETZ (ABS und NBS) 
—•—" LIGNES CONVENTIONNELLES / CONVENTIONAL LINES / KONVENTIONELLE STRECKEN 
+ + + + LIGNES EUROPEENNES TC / EUROPEAN CT UNES / EUROPAISCHE KV-UNIEN 
LIGNES A DETERMINER OU A EVALUER / LINES TO BE DETERMINED OR EVALUATED / 
FESTZULEGENDE UND ZU UNTERSUCHENDE STRECKEN 
m wa LIGNES A GV / HS LINES / HG-STRECKEN 
• mmm «M L|QNES CONVENTIONNELLES / CONVENTIONAL LINES / KONVENTIONELLE STRECKEN ;ip:^::^E^^I:l^y|?lili||]p^|]É: 
— - 33--~=-'—"^-ffsï 

SCHEMA DU RESEAU FERROVIAIRE TRANSEUROPEEN (HORIZON 2010) 
TRANSEUROPEAN RAILWAY NETWORK 
OUTLINE PLAN (2010 HORIZON) 
LEITSCHEMA DES TRANSEUROPÀISCHEN 
EISENBAHNNETZES (HORIZONT 2010) 
BHB RESEAU EUROPEEN<JV(UN at LA)/EUROPEANHSNETWORK(H. and UL) 
EUROPAlSCHES H04NETZ (ABS und NBS) 
•»"i«" LIGNES CONVENTIONNELLES/CONVENTIONAL UCS/K0NVENT10NELLE STRECKEN 
4>4>4>d> UO»NESEl«CiPeEht«STC/EURCPEANCTLtNES/EIJROPASO<ICV-UNEN 
LIGNES A DETERMNER OU A EVALUER / LINES TO BE DETERMINED OR EVALUATED / 
FESTZULEOENOE UNO ZU UNTERSUCHENDE STRECKEN 
•• i^B LK9NESAOV/HSUNES/HO-STREOXEN 
•«••• LK»CSC»NVENTK3MNEU£S/CONVENTIONAL Ltt»/KONVENnO*E^ 
UNITED KINGDOM SCALE: 1:5.000.000 
jgiilglgWgp^JÉI^Iâirt 
PENZANCE 
SCHEMA DL RESEAU FERROVIAIRE 
TRANSEUROPEEN (HORIZON 2010) 
TRANSEIROPEAN RAILWAY NETWORK 
OUTLINE PLAN (2010 HORIZON) 
LEITSCHEMA DES TRANSEUROPÀISCHEN 
EISENBAHNNETZES (HOR1ZONT 2010) 
LIGNES NOUVELLES (LN)^250 km/h 
NEW LINES (LN),J-250 km/h 
NEUBAUSTRECKEN (NBS)^ 250 km/h 
LIGNES AMENAGEES (l.A)_+ 200 km/h 
UPCRATED LINES (l'L)_+ 200 km/h 
Al SUAI STRECKEN (ABS) + 200 km/h 
CORRIDORS PRIORITAIRES EN El'ROI'E 
DE L'EST 
EASTERN El'ROI'E PRIORITY CORRIDORS 
PRIORI TARE KORRIDORE IN OST-Kl ROPA 
COMMUNAUTES EUROPEENNES 
INFRASTRUCTURES DE TRANSPORT 
EUROPEAN COMMUNITIES 
TRANSPORT INFRASTRUCTURE 
EUROPABCHE GEMEINSCHAFTEN 
VERKEHRSINFRASTRUKTUR 
SCHEMA DIRECTEUR DES VOIES NAVIGABLES 
D'INTERET COMMUNAUTAIRE 
OUTLINE PLAN OF EUROPEAN INLAND 
WATERWAYS NETWORK 
LEITSCHEMA DES EUROPABCHEN 
BINNENWASSERSTRASSENNNETZES 
PROJETS PRIORITAIRES 
PRIORITIES 
PRIORITÀTEN 
o Chorion manquant 
Missing Hnk 
LÙCK0 
Goofet d'étrangement 
Bottleneck 
Engposj AUTRES PROJETS 
OTHERS PROJECTS 
ANDERE PROJEKTE 
O 
BASSIN DU RHIN / RHINE AND TRIBUTARIES / RHEINBECKEN 
) - Canal latéral au Rhin (Kembs) 
2 - Moselle (Nancy - Koblenz) 
3 - Mittelihein (Koln - Koblenz) 
4 • Rhein / Meuse 
5 - Waal (Niimegen) 
AXES EST-OUEST / EAST- WEST ROUTES / OST-WEST ACHSEN 
6 - Twenlekanaol / Mittellandkanal 
7 - Dortmund-Ems-Kanal (Datleln/Bergeshovede) 
8 - Mittellandkanal (Hannover-Minden) 
9 - Elbe - Mittellandkanal (Magdeburg) 
10 - Elbe/Oder 
) 1 - Elbe (Hamburg/Magdeburg) 
12 - Elbe (Magdeburg/CS) 
13 • Elbe/Oder/Donou (') 
AXES NORD-SUD / NORTH-SOUTH ROUTES / NORD-SUD ACHSEN 
14 - Liaison Rhin/Rhône • Rhin/ Rhône Link • Rhem/Rhone Vterbindung 
15 Moselle/Saône 
16 Seine/Moselle 
I 7 - Seine/Escau! 
18 - Canal du centre (Mons/La Louvièie) 
19 • Deùle/Lys 
20 Zeebrugge/Genl 
21 - Gent (Evergem) 
22 Cobergkanaal 
'23 - juhanakanaal 
24 -Lanaye 
AXE SUD-EST / SOUTH-EST ROUTE / SUD-OST ACHSE 
25 - Main/Main-Donaukanal 
26 - Mam-Donaukanal 
27 - Donau (Straubing/Vilshofen) 
28 - Donau (Wien/Budapest) (") 
AXE Pô ADRIATIQUE - DANUBE/PÔ ADRIATIC DANUBE/PO-ADRIA-DONAU 
29 - Adriatico/Danybio (') 
30 - Pô 
04.93 
* V *» * IV* \ ** 
J2n. <A 
<?\ 
\ ORCA DESIGNO 

: ;::€x'.;:x: 
La Reunion (F) 
Guadeloupe (F) $^ 
Martinique (F) Il 
Açores;(P) 
:^i M9deira:(P) 
Canarias {ES) Trans-European airport network 
Network components 
Réseau aéroportuaire transeuropéen 
Composantes du réseau 
Transeuropâisches Flughafennetz 
Netzkomponenten 
*A>^. 
TRANSEUROPEEN (HORI/ON 2010) 
TRANSEVROPEAN RAILWAY NETWORK 
Ol 11.INK PLAN (2010 HORIZON) 
I.KITSC I1KMA DES 1 KANSEl 'ROPAISl I1KN 
EISENBAHNNET7.ES (HORIZONT 2010) 
LIGNES EUROPEENNES TC 
EUROPEAN(T LINES 
El ROPAISCI1K KV-I.INIEN 
EXTENSIONS POTENTIELLES 
POTENTIAL CONNECTIONS 
POTENTIELLE VERIHN1)UN<;EN 
ANNEX II: LINKS AND SPECIFICATIONS 
Projects of common interest are related to 
links and axes for the network elements listed hereafter in 
Section 2 roads 
Section 3 railways 
Section 4 inland waterways 
criteria and/or specifications for the nodes described hereafter in 
Section 5 ports 
Section 6 airports 
the railway sections of the combined transport network in 
Section 7 combined transport 
all routes and axes on the network schemes as shown in Annex I for projects 
concerning interoperability, traffic management and control 
78 
Section 2: the road links 
North - South links 
Letterkenny-Sligo-Galway-Limerick-Waterford 
Vigo-Braga-Porto-Lisboa-Faro 
Ponte do Freixo and access 
Figueira da Foz-Viseu-Vila Real-Chaves-(Verin) 
Ourique-Evora-Estremoz-Castelo Branco-Guarda-Bragança 
Londonderry-Omagh-Ballygawley-Monaghan-Ardee 
La Corufla-Benavente 
Larne-Belfast-Dublin-Wexford-Rosslare 
Sevilla-Mérida-Benavente-Oviedo 
I n ve rness-GIa sgow-Ca rlisle 
Edinburgh-Carlisle 
Côrdoba-Mélaga 
Santander-Burgos-(Madrid)-Bailén-Granada-Motril 
Invemess-Aberdeen-Dundee-Edinburgh-Newcastle-Leeds-
Peterborough-London 
Urbina-Mâlzaga 
Pamplona-lrûn 
Murcia-Albacete 
Pau-Oloron-Huesca-Zaragoza-Sagunto 
Caen-Rennes-Nantes-Niort-LaRochelle-Saintes 
Cherbourg-Caen-LeMans 
Abbeville-Rouen-LeMans-Tours 
Vierzon-Toulouse-Puymorens-Barcelona 
Zeebrugge-Jabbeke-Veurne-Bmkerque-Calais-Boulogne-
Amiens-Paris 
Lille-Amiens 
Paris-Nevers 
Clermont-Ferrand-Béziers 
Dinteloord-Bergen-op-Zoom 
Bouillon-Charleville-Reims-Troyes-Auxerres 
Dijon-DÔle-Grenoble-Sisteron-Aix-Liaison A 51-A8 
Liège-Bastogne 
Liège-Malmedy-Bitburg-Wittlich-Trier 
Boxmeer-Venlo-Maasbracht 
(Genève)-Annecy 
Autoroute du Chablais 
Venlo-Mûnchengladbach 
Luxembourg-Saarbrucken 
Emden-Rheine-Bielefeld-OsnabrUck 
Nice-Cuneo-Asti 
Strasbourg-Ludwigshafen 
Kôln-Blankenheim-Daun(A1 )-Trier 
Bastia-Ajaccio 
Sassari-Olbia-Cagliari 
Sestri Levante-Tortona 
Kassel-Frankfurt _ 
Hirtshals/Frederikshavn-Aalborg-Randers-
Aarhus (Aarhus by-pass) 
Lubeck-Fehmarn 
Erfurt-Bamberg 
Erfurt-Wurzburg 
Parma-Verona 
Civitavecchia-Livorno-Lucca-Modena 
Magdeburg-Halle 
Roma-Perugia-Ravenna-Venezia 
Dresden-(Praha) 
Catania-Siracusa 
Brindisi-Ta ra nto-Siba ri-Cata nza ro-La mezia 
Bari-Brindisi-Otranto 
Kalamata-Patra-loannina-(Durres) 
Lamia-Trikala-Siatista-(Tirane) 
Korinthos-Tripoli-Kalamata 
Elefsis-Thiva 
Thessaloniki-(Skopje) Thessaloniki-Moudania 
Patra-Athina-Thessaloniki-Serres-(Sofija) 
Kavala-Serres-(Sofija) 
Alexandroupoli-Ferres-Greek/Bulgarian/Turkisrborder 
West - East links 
Esbjerg-Kolding-GreatBeR(Storebaeltsforbindelsen)-
Oeresundsforbindelsen(Denmark-Sweden) 
Letterkenny-Londonderry-Belfast-Larne-Stranraer-Carlisle-
Newcastle 
Sligo-Enniskillen-Belfast 
Sligo-Kinnegad-Dublin 
Galway-Kinnegad 
Emmen-Meppen 
Nord-Ost-UmfahrungHamburg-Lubeck-Rostock-(Szczecin) 
Limerick-Portlaoise-Dublin 
Holyhead-Birmingham-Cambridge-Felixstowe/Harwich 
Enschede-MQnster 
Fishguard/MilfordHaven-Carmarthen-Cardiff-Severn Bridge-
Oxford-Felixstowe/Harwich 
Swansea-Raglan 
Cork-Portlaoise 
Cork-Wexford 
Gottingen-Halle 
Roermond-Mônchengladbach 
Plymouth-Exeter-London-Felixstowe/Harwich 
Kassel-Wommen 
Bad Hersfeld-Gôrlitz 
Boulogne-St. Orner 
Lille-Tournai-Halle-Bruxelles 
Le Havre-Amiens-Saint-Quentin 
Schweinfurt-Bayreuth 
Nûmberg-(Praha) 
Strasbourg-Kehl 
Troyes-Paris 
Orléans-Sens 
Vannes-Nantes-Angers-Tours-Vierzon 
Bordeaux-Clermont-Ferrand 
MUnchen-Memmingen-Wangen 
Mûnchen-Pocking 
Lyon-Fréjus tunnel 
Balbigny (A72)-Lyon 
Bergamo-Como-Varese-Ivrea 
Brescia-Milano 
Porto Garibaldi-Ferrara-Verona 
Aries-Sa Ion-Marseille 
Pau-Toulouse 
La Coruna-Oviedo-Santander 
Palencia-Benavente-Vigo 
Porto-Vila Real-Bragança-Zamora-Valladolid 
Aveiro-Viseu-Guarda-Salamanca-Valladolid 
Barcelona-Lérida 
Alca ne na -Abra nte s-Ca ste lo Bra nco 
Igoumenitsa-loannina-Metsovo-Thessaloniki-Kavala-
Alexandroupoli-(lstanbul) 
Metsovo-Larissa-Volos 
Ciudad Real-N.IV-N Ill-Valencia 
Albacete-Valencia 
Antirrio-Lamia 
Lisboa-Evora-Estremoz-(Madrid) 
Messina-Palermo 
Elefsis-Stavros-Spata-Lavrio 
Granada-Murcia 
Sevilla-Huelva-Ayamonte-Faro 
Almerla-Motril-Mâlaga-Algeciras-Câdiz 
Northern Krete axis 
79 
Section 3: the railway links 
Brenner Axis: railway line through the Alps; 
Paris-Bruxelles-Cologne-Amsterdam-London 
(PBKAL); High Speed Trains; Belgium; 
Paris-Bruxelles, Cologne-Amsterdam-London 
(PBKAL); High Speed Trains; Netherlands; 
Paris-Cologne-Amsterdam-Londres (PBKAL); 
High Speed Trains; London-TunnelAccess; 
Madrid-Barcelona-PerpignanHigh Speed Trains; 
Fehmarn-BeltCrossway.construction of fixed link 
between Denmark and Germany and adaptation 
of access lines. 10. 
11 High Speed Train route; Paris-Strasbourg; 
High Speed Train route; Karlsruhe-
Frankfurt/Main-Berlin; 
Rotterdam-Betuwe line (Cologne-Frankfurt/Main-
Karlsruhe (Switzerland-Italy) railway line; 
Lyon-Turin; High Speed Trains/combined 
transport; 
Urban bypass sections for combined transport 
corridors. 
Section 4: the inland waterway links 
links to be completed links to be completed within 10 years 
Rhine 
1. 
2. 
3. 
4. 
5. 
6. Canal lateral to Rhine (Kembs) 
Moselle (Nancy - Koblenz) 
Neckar (Heilbronn) 
Mittelrhein (Kôln - Koblenz) 
Rhine/Meuse 
Waal (Nijmegen) 
East-West 
7. Dortmund-Ems-Kanal (Datteln/Bergeshûvede) 
8. Elbe (Hamburg/Magdeburg) 
9. Saale East-West 
1. Improvement of the Mitttellandkanal and 
clearance of the Elbe at Magdeburg 
2. Improvement of navigation on the Elbe between 
Magdeburg and the Czech Border 
3. Improvement of links between the Elbe and the 
Oder 
4. Twentekanaal-Mittellandkanal link 
North-South/Rhine Axe 
5. Rhine-Rhone route 
North-South 
10. Moselle/Saône 
11. Seine/Moselle 
12. Zeebrugge/Gent 
13. Cabergkanaal 
Secondary link 
14. Po (Cremona/Adriatic) 
15. Duoro 
16. Tagus 
17. Guadiana 
18. Canals of Weaver/Bridgewater(intersection) North-South 
6. Seine-Schelde link in France and Schelde in 
Belgium 
7. Improvement of Schelde-Rhine link: 
(a) Improvementof Antwerp-Bruxelles-Charleroi axis 
(b) Improvement of the Eastern Branch towards the 
Rhine via the Central Canal, the Meuse, the 
Lanaye Canal in Belgium and the Juliana Canal 
in the Netherlands 
South-East 
8. Improvement of navigation on the Main and the 
Danube between Straubing and Vilshofen 
80 
Section 5: ports 
1. Categories of ports and ports related projects 
Infrastructure projects in or related to ports should come 
under one or more of the following categories: 
A. Access to the port from the sea or inland 
waterway. 
B. Port infrastructure inside the port area. 
C Inland transport infrastructure inside the port 
area. 
D. Inland transport infrastructure links which provide 
access to sections of the trans-European 
transport network. 
2. Specific Aims of Projects 
Port and port-related projects of common interest should 
meet one or more of the following specific aims: 
facilitating the growth of intra- and extra-
European Community trade; 
supporting the principle of sustainable mobility by 
helping to relieve congested land corridors and to 
minimise the external costs of European 
transport by, for example, increasing the maritime 
share of total traffic; and improving accessibility and strengthening 
economic and social cohesion in the European 
Community by enhancing the internal maritime 
links, paying particular attention to island and 
remoter regions of the Community. 
3. Specific Conditions to be met 
In addition, each project should be viable on the basis of a 
financial analysis or, failing that, on the basis of a social 
cost/benefit analysis, as considered by the procedure 
referred to in Article 26 
Each project should also contribute either to: 
integrating traffic into the trans-European 
transport network or a multi-modal transport 
chain; or 
the greater use of environmentally-friendly 
transport. 
Section 6: airports 
I. Eligibility criteria for airports of common interest 
Airports of common interest must meet the criteria of one of 
the following network components : 
(i) Community connecting points will include 
all airports or airport systems* with a total annual 
traffic volume of no less than 
5,000,000 passenger movements minusl 0%or 
100,000 commercial aircraft movements or 
150,000 tonnes freight throughput or 
1 S>O0,Q00 extra-EC passenger movements 
as well as new airports in replacement of existing 
Community connecting points for which further 
development on the existing site is not possible. 
(ii) Regional connecting points will include 
all airports or airport systems with an annual traffic 
volume 
between 1,000,000 minus 10% and 4,499,999 
passenger movements or 
between 50,000 and 149,999 tonnes freight 
throughput or 
between 500,000 and 899,999 passenger 
movements of which at least 30% are non-
national or 
between 300,000 and 899,999 passenger movements and located off the European 
mainland at a distance of no less than 500 km 
from the nearest Community connecting point 
(iii) Accessibility points will include all airports 
with an annual traffic volume between 500,000 
and 899,999 passenger movements of which 
less than 30% are non-national 
with an annual traffic volume between 250,000 
minus 10% and 499,999 passenger movements 
or 
with an annual traffic volume between 10,000 
and 49,999 tonnes freight throughput or 
located on an island of a Member State or 
located in a remote area of the Community with 
commercial services operated by aircraft with a 
maximum take-off weight of no less than 
10 tonnes. 
An airport is located in a remote area if it is situated 
outside a radius of at least 100 km of the nearest 
Community or regional connecting point. This distance 
may, by way of exception, be reduced to 75 km in 
order to take account of difficult access due to the 
geographical situation or the poor quality of the inland 
infrastructure. 
•airport systems: see 0J No 240/14 of 24 August 1992 
81 
II. Specifications for projects of common interest related to the airport network 
All projects will qualify as projects of common interest if they meet the following specifications : 
PROJECT SPECIFICATIONS TYPE 
I. Optimization of existing airport capacity 
Measure 1 - Optimization of the existing capacity in terms of aircraft, Community connecting point 
passengeror freight movements, including air navigation equipment Regional connecting point 
depending on the airport Accessibility point 
Measure 2 - Improvement of airport security and safety Community connecting point 
Regional connecting point 
Accessibility point 
Measure 3 - Adaptation of existing infrastructures made necessary by Community connecting point 
completion of the internal market and in particular by the measures Regional connecting point 
governing the free movement of persons within the Union 
II. Development of new airport capacities 
Measure 4 - Development of the infrastructure and equipmentwhich Community connecting point 
determine airport capacity in terms of aircraft, passengeror freight Regional connecting point 
movements, including air navigation equipment depending on the 
airport 
Measure S - Construction of a new airport to replace an existing Community connecting point 
airport or airport system which cannot be developed further on its 
existing site 
III. Improvement of protection against nuisances generated by airport activities 
Measure 6 - Improvement of environmental compatibility in terms of Community connecting point 
noise and the treatment of airport effluent 
IV. Improvement or development of airport access 
Measure 7 - Improvement or deve lopmentof interfaces between the Community connecting point 
airport and access infrastructures Regional connecting point 
Measure 8 - Improvement and development of interconnectionswith Community connecting point 
other transport networks, including the rail network 
82 
Section 7: railway links for combined transport 
the following links shall be completed within five years 
1. Taulov - Norhtern Jutland 
2. Hamburg - Padborg - Taulov - Copenhague 
3. Hamburg - Berlin 
4. Hanovre - Berlin 
5. Nuremberg - Berlin 
6. Berlin - Dresde 
7. Francfort - WQrzburg 
8. Ligne de Betuwe (Rotterdam-Ruhr)et les connexionsaux Pays-Bas 
vers Hengelo et Venlo 
9. Rotterdam - Anvers/Zeebrugge - Bruxelles - Luxembourg -
Bettembourg. 
10. Anvers - Aix la Chapelle 
11. Rotterdam - Anvers - Bruxelles - Aulnoye 
12. Aix la Chapelle - Liège - Erquelinnës 
13. Porto - Lisbonne - Madrid - Barcelone 
14. Lisbonne - Burgos - Irun - frontière franco-espagnole 
15. Port-Bou - Barcelone - Valence - Murcie 
16. Madrid - Almeria/Algésiras 
17. Le Havre - Paris 
18. Dijon - Modane 
19. Paris - Strasbourg 
20. Kehl - Dijon 
21. Nancy - Avignon 
22. Marseille - Gênes 
23. Avignon-Narbonne 
24. Paris - Dijon 
25. Paris - Hendaye 
26. Aulnoye - Metz 
27. Tarvis - Udine - Bologne 
28. Axe du Brenner- Bologne 
29. Udine - Trieste 
30. Iselle - Turin/Milan - Bologne 
31. Modane - Turin - Milan 
32. Chiasso - Milan 
33. Vérone - Trieste 
34. La Spezia - Fidenza 
35. Livourne - Florence 
36. Patras - Athènes 
37. Athènes - Larissa (Volos) -Thessalonique - frontière du Nord 
(ancienne Yougoslavie et Bulgarie) The following links shall be completed in ten 
years 
1. 
2. 
3. 
4. 
5. 
6. 
10. 
11. 
12. 
13. 
14. 
15. 
16. 
17. 
18. 
19. 
20. Madrid - Albacete - Valence 
Madrid - Irun - France 
Bologne - Bari/Brindisi - Grèce 
Igoumenitsa - Patras 
Patras - Athènes 
Athènes - Larissa (Volos) -
Thessalonique - frontière du Nord 
(ancienne Yougoslavie, Bulgarie et 
Albanie) 
Igoumenitsa - Volos 
Igoumenitsa - Thessalonique 
Thessalonique - Alexandroupolis -
Ormenio (frontières Grèce/Turquie -
Grèce/Bulgarie) 
Bologne - Rome - Naples 
Naples - Reggio Calabria - Messine -
Palerme/Catane 
Gênes- Livourne- Rome 
Civitavecchia - Olbia - Sassari - Cagliari 
Anvers - Ruhr 
Hengelo- Osnabrûck 
Venlo - Cologne 
Berlin - Francfort/Oder - frontière : 
Allemagne/Pologne 
Berlin - Stralsund 
Dresden - frontière : 
Allemagne/Républiquetchèque 
Dresden - Gôrlitz - frontière 
Allemagne/Pologne 
83 
ISSN 0254-1475 
COM (94) 106 final 
DOCUMENTS 
EN 07 
Catalogue number : CB-CO-94-122-EN-C 
ISBN 92-77-67054-1 
Office for Official Publications of the European Communities 
1^2985 Luxembourg