WRITTEN QUESTION E-2276/00

by Reinhold Messner (Verts/ALE) to the Commission

(7 July 2000)

Subject: Italian Tyrrhenian-Brenner motorway link

Autocisa and Autobrennero, the motorway operators, intend to build a motorway link called the Tibre (Tirreno-Brennero) for which they have proposed two alternative routes: the upper route, supported by Autocisa, from Nogarole Rocca to Fontevivo di Parma, and the lower route, favoured by Autobrennero, from Mantua South to Fontevivo di Parma. Meanwhile, a link between the two motorways is already being constructed and involves the upgrading of the Cispadano road from Autobrennero's Reggiolo Rolo exit to Parma. This road is being financed by the Italian State, the Emilia-Romagna region and Autobrennero. Once it is completed there is a risk that the Tibre link, whatever the route chosen, will simply duplicate existing infrastructure serving the same area(1).

Recently, supporters of one of the two proposed routes claimed in the local press that the European Union would finance 10 % of the cost of the Tibre(2), which would amount to some ITL 2 billion, given that the total cost of the link is estimated at around ITL 2 000 billion. Any such commitment would fly in the face of current national and European investment aimed at switching the transport of goods from road to rail using the Brenner line and improving infrastructures for the Tyrrhenian-Brenner rail corridor, and would be incompatible with the Brenner railway tunnel project.

The Commission, meanwhile, has proposed a European programme to combat climate change with a view to meeting the greenhouse gas reduction targets set at Kyoto(3). In 1996, road transport was responsible for 22 % of greenhouse gas emissions in the Union (source: Eurostat), and that percentage is set to rise by 2010. Italy has undertaken to reduce its greenhouse gas emissions by 6,5 % by 2010 in relation to 1990 levels(4), and in 1995 its emissions had already increased by 3,2 % The Tibre, meanwhile, whichever route was chosen, would cut across one of by far the most productive agricultural regions in Europe.

Is it true that the Commission is prepared to finance the Tibre motorway link?

Does the Commission not, on the contrary, consider that, in view of the undertakings made with a view to reducing greenhouse gas emissions, it is necessary to reduce investment in new motorway infrastuctures, particularly when they duplicate existing investment in road transport, as in the case of the link between the Autocisa and the Autobrennero motorways?

What measures does the Commission intend to take to ensure the environmental impact assessment procedure is applied to this project to ascertain whether it is appropriate and in the public interest?

(1) Inter alia, a degree thesis disputed in October 1999 at the Milan Politecnico and presented at a meeting in Mantua (Tyrrhenian-Brenner: Road? Rail? Which road? Which railway? supervisor: Prof. Giuseppe Boatti, graduates: Mahmoud Mataei and Simona Mattioli, 1998-1999 academic year) estimated that the average monthly volume of traffic using the Tibre, based on current traffic flows, would be roughly equivalent to 69 000 vehicles in each direction, about one twelfth of capacity. The infrastructure can only be interpreted, therefore, as intended to carry new road traffic, mainly goods vehicles, to the Tyrrhenian ports.

(2) Gazzetta di Mantova, 30 May 2000, p.17.

(3) See the Commission's Communication COM(2000) 88, 8 March 2000.

(4) See the Commission's Communication COM(1999) 230, Preparing for implementation of the Kyoto Protocol, 19 May 1999.

Answer given by Mrs de Palacio on behalf of the Commission

(19 September 2000)

The route between the two motorways mentioned by the Honourable Member has been identified as a planned link on the map of the road network included in Annex I of the Community guidelines for the development of the trans-European transport network (TEN-T)(1) adopted by the Parliament and the Council in 1996. The Italian government submitted a formal application for financial aid for this project in the framework of the trans-European transport network (budget year 2000). The Commission did however not consider this project for the granting of aid. As a result of its evaluation on the basis of the conditions and selection criteria, set out in the relevant regulations of the Council and the Parliament(2), the project did not stand up to other projects competing for the limited financial resources available under the budget in question.

In the framework of the TEN-T budget, the Commission gives the priority for the financing of rail projects. This policy is in accordance with the objectives of reduction of the imbalance between modes and the development of a sustainable mobility taking care of the environment concerns as set out in the common transport policy white paper of 1992(3). In some specific cases, investments in new motorway infrastructure can nevertheless qualify as project of common interest, for instance in peripheral regions, in the context of regional development, or to connect these areas with the rest of the Community. However, if it is established that there are overlaps with investments in other roads the project would probably not be economically viable and therefore would not qualify as project of common interest.

According to Article 8 of Decision 1692/96/EC, when projects, identified as projects of common interest in the trans-European transport network, are developed and carried out, environmental protection must be taken into account by the Member States through execution of environmental impact assessments which are to be implemented pursuant to Directive 85/337/EEC, amended by Directive 97/11/EC(4) and through the application of Directive 92/43/EEC(5). In case certain organizations or people are doubtful about the proper implementation of the relevant stipulations of these directives they are invited to report the possible misapplication to the Commission. However, on the basis of the information given by the Honourable Member, due to a lack of grounds of complaint on the application of Community law, no breach of it can be identified at present.

(1) Decision No 1692/96/EC of the European Parliament and the Council of 23 July 1996 on Community Guidelines for the development of a trans-European transport network (OJ L 228, 9.9.1996).

(2) Council Regulation (EC) No 2236/95 of 18 September 1995 laying down general rules for the granting of Community financial aid in the field of trans-European networks, amended by Regulation No 1655/1999 of the Parliament and of the Council of 19 July 1999 (OJ L 197, 29.7.1999).

(3) COM(92) 494 final.

(4) Council Directive No 85/337/EEC of 27 June 1985 on the assessment of the effects of certain public and private projects on the environment, amended by Council Directive 97/11/EC of 3 March 1997 (OJ L 73, 14.3.1997).

(5) Council Directive No 92/43/EEC of 21 May 1992 on the conservation of natural habitats and of wild fauna and flora (OJ L 206, 22.7.1992).