Amended proposal for a DECISION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL amending Decision No 1692/96/EC on Community guidelines for the development of the trans-European transport network

(presented by the Commission)

EXPLANATORY MEMORANDUM

During the Plenary Session of 31 May 2002, the European Parliament approved, subject to a number of amendments, the Commission's proposal for a Decision of the European Parliament and the Council amending Decision N° 1692/96/EC on Community guidelines for the development of the trans-European transport network (TEN-T). The Economic and Social Committee and the Committee of Regions also supported the legislative initiative:

- Adoption of the proposal by the Commission COM (2001) 544 on 2.10.2001;

- Opinion on the Committee of Regions adopted on 15.5.2002;

- Opinion of the Economic and Social Committee adopted on 21.3.2002;

- Opinion of the European Parliament at first reading adopted on 30.5.2002.

The European Parliament agrees with the main elements of the Commission's proposal. However, the European Parliament has formulated a number of amendments, on the basis of which the Commission proposes to introduce some new elements to its original text.

A political agreement in the Council is not yet reached. The European Commission forwards this revised proposal in order to facilitate the process of achieving the objectives outlined at the European Council in Barcelona [1].

[1] The European Council requests the Council and the European Parliament to adopt, by December 2002, the revision of the Guidelines and the accompanying financial rules on trans-European networks (TEN), including new priority projects identified by the Commission, with a view to improving transport conditions with a high level of safety throughout the European Union and to reducing bottlenecks such as, among other, the Alps and the Pyrenees and the Baltic Sea.'

1. Amendments accepted/ accepted in part

The modified proposal incorporates the text or substance of the Parliament's amendments n° 1, 2, 3, 4, 5, 6, 7, 8, 11, 14, 15 (partly), 16, 22, 23(partly), 24, 26 (partly), 28, 48, 51 aiming at strengthen certain elements or clarifying the text of the initial proposal. Modifications to article 8 on environment are proposed in response to some ideas suggested by amendment 20.

1.1. Recitals

The following elements have been integrated:

- In recital 1, inclusion of 'international mobility ' as a key objective of the TEN-T policy (amendment 1).

- In recital 2, a reference to the need to improve the consistency between the TEN-T guidelines and the programming of financial instruments available at Community level (Structural Funds, Cohesion Fund, and the TEN budget) (amendment 2).

- In recital 3 a reference to promotion, as a priority, of modes of transport that cause less damage to the environment (amendment 3).

- In recital 5, a reference to the environmental assessment for new plans and programmes, as envisaged by Directive 2001/42/CE (amendment 4).

- In recital 6, a reference to the objectives set out in the White Paper: 'European Transport policy for 2010: time to decide'; in particular the objective of decoupling economic and transport growth and in this context reducing traffic congestion, especially on roads, (amendment 5) and promoting a modal shift.

- In recital 7, a reference to the promotion of inland waterway shipping is included (amendment 6).

- In recital 8, a reference to the future revision of the guidelines and short sea shipping (amendments 7 and 48).

- In recital 11, a clarification on the preparation of the extension of the TEN-T to the Candidate Countries (amendment 8).

- In recital 21, a reference to the consequences of enlargement on the appropriations for the transeuropean networks in the next financial perspective (amendment 11).

1.2. Article 5 (priorities of the guidelines)

The following elements have been integrated:

- A reference to the objective of balanced territorial development in the second priority (amendment 14).

- The strengthening in the fourth priority of the measures to promote short sea shipping and inland shipping (amendment 16).

- The strengthening in the sixth priority of the objective of promoting intermodality by establishing intermodal terminals or deploying intelligent transport systems (amendment 15).

1.3. Article 8 (environmental protection)

The following elements have been modified in response to the Parliament's amendment n°20. giving a stronger role to the Commission to carry out strategic environmental assessment and to develop methods to carry out such assessment:

- Art. 8(2) is changed in order to clarify the co-ordinating role of the Committee established under Article 18.2.

- A new paragraph is added indicating that the Commission shall continue to develop improved methods of analysis for strategically assessing the environmental impact (as well as economic, safety and social impacts) of the whole network and for implementing the environmental assessments, referred to in the Directive 2001/42/EC on the cross-border corridors and projects.

It should be noted that such modifications reinforce the role of the Community in the field of strategic environmental assessment, while ensuring added value to actions undertaken by Member States.

1.4. Others

In additions to drafting clarifications in Articles 10.4 and 10.5 (amendments 22, 51 and 23), the new elements are:

- Article 10.6 covers a broader range of infrastructures and facilities allowing integration of rail transport services with air transport services but also with road and maritime transport services (amendment 24).

- Article 11.4 includes River Information Systems as part of the inland waterway trans-European network (amendment 26).

- Article 18.3 indicates that the report on the implementation of the guidelines shall be produced every two years and shall contain information on the breakdown between national, Community and other funding (amendment 28).

2. Amendments not accepted

The modified proposal does not integrate the Parliament's amendments n° 9, 10, 12, 13, 15 (partly), 17, 18, 19, 20, 21, 23 (partly), 25, 26 (partly), 27, 29, 30, 41, 42, 44, 46, 47, 49, 50, 52 & 53). More specifically:

- Amendments concerning the recitals which are not followed by any amendments of the legislative part (Articles) of the text are not integrated for reason of order (amendments 44 and 47). Similarly, to avoid repetition, recitals with text more or less identical to one of the Articles are excluded.

- A recital to stress that the Treaty offers the European Parliament the opportunity to decide on the specific projects listed in the Annex III of the proposal is not deemed relevant as the whole proposal is subject to co-decision (amendment 53).

- An analysis of the costs and benefits of Galileo has been already done in 2001. As for all other TEN-T projects, there is therefore no reason to ask for additional analysis in a recital (amendment 10).

- The Commission does not want to prejudge its right of initiative, for example on the specific content and date of the next revision of the TEN-T guidelines (amendments 29 and 50), or on a deployment plan for the River Information System (amendment26). However, a new recital 8 referring to the action plan of the White Paper on the European Transport Policy by 2010 is included in the present proposal.

- The TEN-T policy is not aimed at reducing transport growth by questioning the right of mobility The objective of reducing transport growth through the TEN-T policy is therefore not included in the objectives of the guidelines in Article 2 (amendment 12).

- Amendment 19 can not be accepted as Article 5 concerns priorities and not broad general policy goals.

- Intersections between multimodal corridors are usually bottlenecks and therefore de facto part of the priorities of the guidelines in Article 5 (amendments 13 and 49).

- Amendment 52 puts an unbalanced emphasis on a particular geographical area in the list of priorities.

- A reference to local passenger trains in the priority related to rail freight transport infrastructure (Article 5) is not included as this would unduly weaken this priority (amendment 15). The Commission however emphasises that the present proposal clarifies that the conventional rail network comprises lines for both freight and passengers (Article 10.3).

- A particular emphasis on sea/air connections (mainly Article 5) is not included since sea/air transport represents overall a very small segment of transport demand (amendments 17 and 27).

- The more important health impacts from transport stem mainly from environmental and safety impacts covered by Article 5 and are therefore not mentioned explicitly (amendment 18).

- Recitals and legal provisions on the application of environmental legislation (recitals and Article 8) to transport infrastructure in the Candidate Countries cannot be incorporated because the TEN-T guidelines address the Member States only. Related to this point, it should be noted that the preparatory work on the amendments of maps and other modifications required in the framework of the technical adaptation of Decision N° 1692/96/EC has been included in the framework of the accession negotiations with the Candidate Countries (amendments 9).

- The amendment to include (Article 8) a reference to Council Directive 79/409/ EEC on wild birds is not seen as relevant since Directive 92/43/EEC on the conservation of natural habitats and of wild fauna and flora is included in the text and contains a reference to this Directive (amendments 20, 41 and 42).

- The amendment which calls the Commission to undertake strategic assessments of TEN-T projects and corridors pursuant to Directive 2001/42/EC is not taken over as Directive 2001/42/EC is addressed to the Member States (Article 8). However, the Commission emphasises that it has recently adopted a Communication which indicates its intention to carry out impact assessment prior to the adoption of proposals for legal acts (COM(2002)276) (amendment 20, 41 and 42).

- The amendments 21 and 27 (Article 5 and 10) requesting a particular attention to the connections between the high speed rail network and regional airports were not integrated, since connections between high speed rail and airports are more likely to promote the modal shift from air to rail when they concern major airports.

- As regards the deployment plan of rail traffic management systems (Article 10), the Commission wishes to concentrate on issues addressed by the rail interoperability Directives, and therefore does not want to mention in the present proposal the interconnections with traffic management systems of other modes (amendment 23).

- Including detailed maps of inland ports (Article 11) is not considered useful, taking into account their high number and the low resolution of maps in Annex I. The Commission emphasises that the eligibility criteria of inland ports remain unchanged and that ports can be qualified as ports of common interest even if they do not appear in the maps (amendment 25).

- The amendment aiming at a new Article on the revision of Annex III - proposing that projects of Annex III are reviewed by the Commission every 15 years - is not taken forward. It has to be stressed that some specific projects situated on transit routes are particularly important for the Community although less important for the Member States where they are located. Member States have however, the prime responsibility for their financing and implementation. Delays in such type of projects should therefore not lead automatically to withdrawals from Annex III but should be assessed on a case by case basis. The two-yearly report mentioned in Article 18 provides the instrument for such assessment (amendments 30 and 46).

Within this context the Commission has modified its proposal accordingly.

2001/0229 (COD)

Amended proposal for a DECISION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL amending Decision No 1692/96/EC on Community guidelines for the development of the trans-European transport network

(Text with EEA relevance)

THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE EUROPEAN UNION;

Having regard to the Treaty establishing the European Community, and in particular the first paragraph of Article 156 thereof,

Having regard to the proposal from the Commission [2],

[2] OJ C , , p. .

Having regard to the opinion of the Economic and Social Committee [3],

[3] OJ C , , p. .

Having regard to the opinion of the Committee of the Regions [4],

[4] OJ C , , p. .

Whereas

(1) Growth in traffic, in particular due to the growing share of heavy goods vehicles, has resulted in increased congestion and bottlenecks on international transport corridors. In order to ensure international mobility of goods and passengers, it is therefore necessary to optimise the capacity of the trans-European transport network, as referred to in Decision No 1692/96/EC of the European Parliament and of the Council of 23 July 1996 on Community guidelines for the development of the trans-European transport network [5], as amended by Decision No 1346/2001/EC [6].

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

[6] OJ L 185, 6.7.2001, p. 1.

(2) Pursuant to Article 154 of the Treaty, the trans-European network policy should help to strengthen economic and social cohesion within the Community. In order to achieve this objective, efforts should be made to maximise consistency between the Community guidelines for the trans-European network and the programming of the relevant financial instruments available at Community level.

(3) Requirements for the protection of the environment must be integrated into the definition and implementation of policy in the field of the trans-European network in accordance with Article 6 of the Treaty. This entails the promotion as a priority of modes that cause less damage to the environment, namely rail transport, short sea shipping and inland waterways shipping.

(4) The Gothenburg European Council has invited the Community institutions to adopt revised guidelines for the trans-European transport network by 2003, with a view to giving priority, where appropriate, to infrastructure investment for railways, inland waterways, short sea shipping, intermodal operations and effective interconnections.

(5) Environmental assessment pursuant to Directive 2001/42/EC will in the future be carried out for all plans and programmes leading to projects of common interest.

(6) In view of sustainable development, the Commission White Paper on the European transport policy [7] calls for decoupling transport growth significantly from growth in GDP in order to reduce congestion and other negative side-effects of transport.

[7] COM(2001)370

(7) The Commission White Paper on the European transport policy calls for an integrated approach combining inter alia measures to revitalise the rail sector, in particular for freight services, to promote inland waterway shipping and short sea shipping, to encourage greater complementarity between high speed rail and air transport, to promote the development of interoperable intelligent transport systems in order to ensure increased network efficiency and safety.

(8) In the above-mentioned White Paper, the Commission also states that the present revision of the Community guidelines for the trans-European network represents the first stage. The second stage will involve a more fundamental revision, in the light of reactions to the White paper, aimed in particular at introducing the concept of 'motorways of the sea' in order to promote short sea shipping, developing airport capacity and including routes situated on the territory of the new Member States. A primary network made up of the most important infrastructure for long distance traffic and cohesion on the European continent should be designed in such a way.

(9) The efficiency of the common transport policy depends inter alia on coherence between the measures to revitalise the rail sector and to develop the rail infrastructure. Directive 2001/12/EC of the European Parliament and of the Council of 26 February 2001 amending Council Directive 91/440/EEC on the development of the Community's railways [8] provides for a Trans-European Rail Freight Network open to international freight transport services after 2003. The lines of the Trans-European Rail Freight Network should be considered as part of the rail network defined by the guidelines set out in Decision No 1692/96/EC so that they can benefit from investments and attract traffic from the road.

[8] OJ L 075, 15.3.2001 pp. 1 - 25

(10) The second Pan-European Transport Conference in Crete in 1994 and the third Pan-European Transport Conference in Helsinki in 1997 identified ten Pan-European transport corridors and four Pan-European areas as priorities for co-operation between the European Community and the third countries concerned.

(11) Bulgaria, Czech Republic, Cyprus, Estonia, Hungary, Latvia, Lithuania, Malta, Poland, Romania, Slovak Republic, Slovenia, and Turkey have concluded association and Europe agreements and applied for membership in the European Union. All these countries have carried out, with the support of the Commission, a transport infrastructure needs assessment [9] aimed at defining a network following the same principles as laid down in Decision 1692/96/EC.

[9] See contract 97/0150.00 financed by the PHARE-programme

(12) Specific projects n° 9, 10 and 11 of Annex III have been completed.

(13) The interconnection of the high-speed train south to the rest of the network requires the extension of the project to Nîmes.

(14) The Brenner axis needs better connections to Italian cities.

(15) Galileo, a European project for satellite-based radio navigation for civilian purposes, offers a strong potential for the development of navigation, positioning and traffic management applications and services for all modes of transport, as well as for the development of value-added mobility services.

(16) Immediate actions must be taken to develop a high capacity rail route to transfer road freight traffic to rail and to make transit across the Pyrenees easier in order to handle the sharp traffic increase in that area.

(17) The growth of international traffic on the west-east route between Stuttgart and Vienna, in particular along the Danube corridor, requires efficient infrastructure.

(18) The bottleneck between Straubing and Vilshofen on the River Danube seriously hinders traffic on the international inland waterway Rhine-Main-Danube from the North Sea to the Black Sea.

(19) The lack of interoperability of the Iberian rail network is a major obstacle to achieving an efficient trans-European rail network.

(20) The completion of a fixed link between Germany and Denmark should make the Nordic area more accessible.

(21) In order to comply with the objectives of the trans-European transport network and to meet the transport challenges of enlargement, a considerable increase in appropriations for the trans-European networks is needed in the next financial perspectives.

(22) Decision No 1692/96/EC should therefore be amended accordingly.

HAVE ADOPTED THIS DECISION:

Article 1

Decision No 1692/96/EC is amended as follows:

(1) Article 5 is replaced by the following:

"Taking into account the objectives set out in Article 2 and the broad lines of measures set out in Article 4, the priorities shall be:

(a) establishment and development of the key links and interconnections needed to eliminate bottlenecks, fill in missing sections, notably their cross-border parts, and improve interoperability on major routes;

(b) establishment and development of infrastructure making it possible to link island, landlocked, peripheral and outermost regions with the central regions of the Community as well as to promote the balanced development of the Community territory;

(c) the necessary measures for the gradual achievement of an interoperable rail network giving priority to freight transport; (d) the necessary measures to promote short sea and inland shipping, including the establishment of rail infrastructures to ensure connections to ports; (e) measures to link rail and air transport, including especially through rail access to airports, and the infrastructure and facilities required for air and rail transport services

(f) to optimise the capacity and efficiency of existing and new infrastructure, to promote intermodality and improve the safety and reliability of the network, by establishing and improving intermodal terminals and/or by deploying interoperable intelligent transport systems (g) integration of safety and environmental concerns in the design and implementation of the trans-European transport network."

(2) Article 8 is replaced by the following:

"1. When projects are developed and carried out, environmental protection must be taken into account by the Member States through execution of environmental impact assessments of project of common interest which are to be implemented pursuant to Council Directive 85/337/EEC of 27 June 1985 on the assessment of the effects of certain public and private projects on the environment [10] and by applying Council Directive 92/43/EEC of 21 May 1992 on the conservation of natural habitats and of wild fauna and flora [11].

[10] OJ L175, 05/07/1985 pp. 40 -48

[11] OJ L206, 22.07.1992, p. 7

An environmental assessment of the plans and programmes leading to such projects, in particular those financed by the Community, is implemented by Member States, pursuant to and in application of Directive 2001/42/EC of the European Parliament and of the Council of 27 June 2001 on the assessment of the effects of certain plans and programmes on the environment [12].

[12] OJ L197, 21.07.2001 p. 30

2. If new routes or other important nodal infrastructure developments are proposed for inclusion in this Decision, an environmental assessment of the proposed changes, pursuant and in application to Directive 2001/42/EC, shall be initiated by the concerned Member States. For cross border projects and corridors, the Committee established under Article 18.2 shall coordinate such assessments with the objective of facilitating the implementation of Directive 2001/42/EC."

3. The Commission:

(a) shall continue to develop improved methods of analysis for strategically assessing the environmental impact (as well as economic, safety and social impacts) of the whole network;

(b) shall develop suitable methods for implementing the environmental assessment pursuant to Directive 2001/42/EC with the objective of facilitating inter alia appropriate coordination, avoiding duplication of efforts and achieving simplification and acceleration of procedures for cross border projects and corridors.

(3) In Article 9, paragraph 3 is replaced by the following:

"3. The network shall include infrastructure for traffic management, user information, incident and emergency handling and electronic fee collection based on active co-operation between traffic management systems at European, national and regional level and service providers of travel and traffic information and value added services, ensuring the necessary complementarity with applications whose deployment is facilitated under the trans-European telecommunications networks programme."

(4) Article 10 is replaced by the following:

"1. The rail network shall comprise high-speed rail lines and conventional rail lines.

2. The high-speed rail lines,

shall comprise:

(a) specially built high-speed lines equipped for speeds generally equal to or greater than 250 km/h using current or new technology,

(b) specially upgraded high-speed lines equipped for speeds of the order of 200 km/h,

(c) specially upgraded high-speed lines which have special features as a result of topographical, relief or town planning constraints, on which the speed must be adapted to each case, or lines which provide access to airports of common interest.

This network shall be defined by the lines indicated in Annex I. Essential requirements and technical specification for interoperability applicable to high speed rail lines in current technology are defined according to Council Directive N° 96/48/EC of 23 July 1996 on the interoperability of the trans-European high-speed rail system [13]. Member States shall notify to the Commission prior to the opening of any high-speed line whether it is a specially built high-speed line or a specially upgraded high-speed line.

[13] OJ L235, 17/09/1996 p. 6

3. The conventional rail network shall comprise lines for the conventional transport by rail of passengers and freight, including the rail segments of combined transport referred to in Article 14, access links to sea and inland ports of common interest and those freight terminals, which are open to all operators. Essential requirements and Technical Specification for Interoperability applicable to the conventional rail lines are defined according to Directive 2001/16/EC of the European Parliament and of the Council of 19 March 2001 on the interoperability of the trans-European conventional rail system [14].

[14] OJ L 110, 20/04/2001 pp. 1 - 27

4. The rail network shall:

- play an important role in long distance passenger traffic,

- permit interconnection with airports where appropriate,

- permit access to regional and local rail networks,

- facilitate freight transport by identifying and developing trunk routes dedicated to freight or routes on which freight trains have a priority,

- play an important role in combined transport,

- permit interconnection via ports of common interest with short sea shipping and inland waterways.

5. The network shall offer users a high level of quality and safety, owing to its continuity and to gradual implementation of its interoperability, brought about in particular by technical harmonisation and the European Rail Traffic Management System (ERTMS) harmonised command and control system recommended for the European railway network. To this end, a deployment plan shall be established by the Commission in consultation with the Member States.

6. The network shall include the infrastructures and the facilities allowing the integration of rail, road and, where appropriate, maritime services and air transport services."

(5) In Article 11 is amended as follows:

(a) the following paragraph 3b shall be inserted:

"3b. The inland ports of the network equipped with transhipment facilities for intermodal transport and with an annual freight traffic volume of at least 500 000 tonnes are shown in Annex I."

(b) paragraph 4 is replaced by the following:

"4. The network shall include the traffic management infrastructure. This shall include in particular the establishment of an interoperable, intelligent traffic and transport system known as the "River Information System" seeking to optimise the existing capacity and safety of the inland waterway network and to improve interoperability with other modes of transport."

(6) In Article 13, the following paragraph 3 is added:

"3. International and Community connecting points shall be gradually linked to the high-speed lines of the rail network, where appropriate. The network shall include the infrastructures and the facilities allowing the integration of air and rail transport services."

(7) Article 18 is amended as follows:

(a) the title is replaced by

"Committee for monitoring and the revision of the guidelines."

(b) paragraph 1 is replaced by the following:

"1. Member States shall, before 2004, notify the Committee established under Article 18.2 and the Commission, of the national plans and programmes which they have drawn up affecting the development of the trans-European transport network, including the nature, the timetable and the estimated financial plans of the projects of common interest identified by this Decision.

Member States shall also notify the Committee established under Article 18.2 and the Commission, of any updates of those plans and programmes.

A Member State shall, before making any change affecting the network identified in the Annexes to this Decision give notice of that change to the Committee established under Article 18.2, the Commission, and to any Member States likely to be affected of its intention."

(c) paragraph 3 is amended as follows:

"3. The Commission shall report every two years to the European Parliament, the Council, the Economic and Social Committee and the Committee of the Regions on the implementation of the guidelines described in this Decision. The Committee referred to in paragraph 2 shall assist the Commission with drawing up the report. The report shall contain information on the breakdown between national funding, Community funding and other funding. The report shall be accompanied where necessary by legislative proposals to revise the guidelines.

(8) Article 19 is replaced by the following:

"Article 19

Specific projects

Annex III contains the projects of common interest, the implementation of which is considered a priority by the Community".

(9) Articles 20 and 21 are deleted.

(10) Annexes I and III to Decision 1692/96/EC are amended as set out in the Annex to this Decision.

Article 2

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

Article 3

This Decision is addressed to the Member States.

Done at Brussels,

For the European Parliament For the Council

The President The President

ANNEX

Annexes I and III to Decision No 1692/96/EC are amended as follows:

(1) In ANNEX I, the sections 2, 3, 4 and 6 are replaced as follows:

Section 2: Road Network

2.0. Europe 2.4. Greece 2.8. Italy. 2.12. Portugal 2.1. Belgium 2.5. Spain 2.9. Luxembourg 2.13. Finland 2.2. Denmark 2.6. France 2.10. Netherlands 2.14. Sweden 2.3. Germany 2.7. Ireland 2.11. Austria 2.15. United Kingdom

Section 3 : Rail Network

3.0. Europe 3.4. Greece 3.8. Italy. 3.12. Portugal 3.1. Belgium 3.5. Spain 3.9. Luxembourg 3.13. Finland 3.2. Denmark 3.6. France 3.10. Netherlands 3.14. Sweden 3.3. Germany 3.7. Ireland 3.11. Austria 3.15. United Kingdom

Section 4 : Inland Waterways network and Inland Ports

Section 6 : Airports network

6.0. Europe 6.4. France 6.1. Belgium/Denmark/Germany/ 6.5. Ireland/United Kingdom Luxembourg/Netherlands/Austria 6.2. Greece 6.6. Italy 6.3 Spain/Portugal 6.7. Finland/Sweden (2) ANNEX III is replaced by:

LIST OF SPECIFIC PROJECTS

1. High-speed train/combined transport north-south Munich-Nuremberg-Erfurt-Halle/Leipzig-Berlin Brenner axis: Napoli-Verona-Munich and Bologna-Milano

2. High-speed train PBCAL (Paris-Brussels-Cologne-Amsterdam-London): Belgium: F/B border - Brussels - Liège - B/D border Brussels - B/NL border United Kingdom: London - Channel Tunnel Access Netherlands: B/NL border - Rotterdam - Amsterdam Germany: (Aachen) G27 Cologne - Rhine/Main

3. High-speed train south Madrid-Barcelona-Perpignan-Montpelier-Nîmes Madrid-Vitoria-Dax

4. High-speed train east Paris - Metz - Strasbourg - Appenweier - (Karlsruhe) with junctions to Metz - Saarbrücken - Mannheim and Metz - Luxembourg

5. Conventional rail/combined transport: Betuwe line Rotterdam - NL/D border - (Rhine/Ruhr)

6. High-speed train/combined transport, France-Italy Lyon - Turin Turin - Milan - Venice - Trieste

7. Greek motorways: Pathe: Rio Antirio, Patras - Athens - Thessaloniki - Promahon (Greek/Bulgarian border) and Via Egnatia: Igoumenitsa - Thessaloniki - Alexandroupolis - Ormenio (Greek/Bulgarian border) - Kipi (Greek/Turkish border)

8. Multimodal Link Portugal - Spain - Central Europe

12. Nordic Triangle (rail/road)

13. Ireland/United Kingdom/Benelux Road link

14. West Coast main line (rail)

15. Global navigation and positioning satellite system Galileo

16. High-capacity rail link across the Pyrenees

17. East European Combined Transport/High Speed Train Stuttgart-Munich-Salzbourg/Linz-Vienna

18. Danube river improvement between Vilshofen and Straubing

19. High-speed rail interoperability on the Iberian peninsula

20. Fehmarn belt: fixed link between Germany and Denmark