WRITTEN QUESTION P-2896/00

by Paul Rübig (PPE-DE) to the Commission

(6 September 2000)

Subject: Integration of Poland and the Czech Republic in the trans-European networks

The forthcoming EU accession of Poland and the Czech Republic increases the importance of further developing the trans-European transport networks. The prospect of an uninterrupted north-south transport link stretching from Stettin to Koper via Berlin, Prague and Linz is of the greatest importance to many economic regions. This link will, not least, give the applicant countries Poland and the Czech Republic access to the Danube and the Mediterranean ports.

The route from Budweis to Linz, extending the Phyrn route, will be of particular strategic value. The most recent studies show that this route has particular advantages over the other possibilities. Regional integration and quality of business locations will be lastingly furthered in the border region.

The Linz-Budweis/Prague rail link already forms part of the trans-European network as well as the TINA network in the Central and Eastern European countries. But development of the road link is only being taken into account by the applicant countries.

How were the budget and time frame for implementation of track development for the Budweis-Linz section arrived at?

What reasons, in the Commission's view, justify omitting the Budweis-Linz road link from the TEN programme? How soon can an affirmative decision be expected?

What accompanying measures at national and regional level need to be taken, in the Commission's view, to support and accelerate the implementation of the TENs?

Answer given by Mrs de Palacio on behalf of the Commission

(5 October 2000)

The contribution towards setting up the European transport network forms part of the major Community policies provided for by EC Treaty Articles 154-156 (former Articles 129b-129d). Moreover, Decision No 169/96/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(1) defines that policy.

In line with that decision the Commission is currently finalising a report on the revision of the guidelines which should be laid before Parliament and the Council in November 2000. That report will analyse changes in traffic flows and demand since 1996, and in the technologies that can be applied to that sector. The report will therefore suggest adjustments to the 1996 Decision which could provide for an updating of the networks' mapping.

Against this background and that of the Union's next enlargement, the Commission has for several years been closely cooperating with the Member States and Governments of the applicant countries in identifying the components of those candidates' transport networks that should be incorporated into the trans-European transport network on their accession. That venture, which is known as TINA, or in other words Transport Infrastructure Needs Assessment produced a final report on completion of an initial batch of analyses in October 1999. That report is likely to be updated, or even intensified over the next few years.

The north-south corridor linking Stettin, Berlin, Prague, Linz and Koper, and more particularly its section between Budweis and Linz, forms part of a particularly large set of economic problems touching upon the accessibility of the Adriatic sea ports to the countries of central and northern Europe.

Since this involves the building up of an intermodal, multi-mode transport network it should here be stressed that there should be sufficiently dense interlinking within the network which, in particular, should act as a spur in expanding the responses to that basic set of problems. Thus, the various corridors seem to be, at one and the same time, not only complementary but also in competition with each other. More particularly pan-European trans-European corridors Nos IV and V approved at ministerial level in Crete in 1994 and in Helsinki in 1997 also constitute responses, as do the north-south links already planned in the guidelines, such as the Brenner route between Verona and Munich.

Moreover, in line with the principle of subsidiarity, the responsibility for building and managing transport infrastructures, even those of Community relevance, lies with the national or local authorities. When boosting the funding of projects these might possibly call upon the Community for support, which can be given via various instruments. More particularly the budget dedicated to trans-European networks might be mobilised, or the structural funds for the Member States, or yet again the PHARE or ISPA programmes for the central European applicant countries.

Thus, if the Austrian and Czech authorities wish to receive financial support from the Community in order to modernise the rail of road link between Linz and Budweis, it is up to them to ask for help under those Community programmes.

The Commission's forthcoming report on guideline revision should spark various debates within Parliament and the Council on the inclusion of that highway route in the trans-European network. On that occasion the national authorities will have the opportunity to state their views. Under Decision No 92/96/EC that inclusion could, in the main, be examined in terms of the common interest presented by that section of road in order to ensure the cohesion, interlinking and interoperability of the trans-European network, and also of the access to that network.

(1) OJ L 228, 9.9.1996.