Proposal for a EUROPEAN PARLIAMENT AND COUNCIL DECISION on Community guidelines for the development of the trans- European transport network
Date: 1994-04-07
Institutions: European Commission
Subjects: committee (EU), common transport policy, economic and social cohesion, environmental protection, trans-European network, transport network

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 
institutions,  authorities  and 
and  policies  among  national, 
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. 

regional  and 

local 

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) 

Romera Report A3-0161/91  on "Common policy in the field of transport  infrastructures". 
O J N o C 6 9,  11.3.1993. 
COM(93)  701, published  on  21  December  1993. 

(6) 

(7) 

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 
in  the  Community 
the  regions  of  the  Community.  The  network  improves  accessibility 
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 
links)  supported  by  non-material  elements  like  services, 
(intra-  and  intermodal 
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. 

(9) 

(10) 

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 
organizational, 
(Telematics), 
telecommunication 
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. 

technologies 

addition 

to 

in 

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 

tools  for 

telematics 

the  road-transport  network  based  on  different 
Evolving 
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. 

identification  of 

The  deployment  of  telematics  tools  and  services  for  network  and  traffic  management 
requires  an 
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 

supportive  measures 

that 

the 

* 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 
in  particular,  it  gives  priority  to  the  completion  of  the  network  and  to  the 
1993; 
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 
sufficient 
interoperability.  The  Commission  will  give  details  of  the  appropriate  action  in  the 
communication  now  being  drafted  on  telematics  services  and  transport. 

systems  should  be  monitored 

to  ensure 

(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; 
requirements, 
capacity  development  remains  compatible  with  environmental 
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 
Introduction  of  this  system  will  add  to  the  need  for  a  European 
in  particular. 
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. 

96. 

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. 

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 
collaboration  with  the  competent  international  bodies, 

the  European  radio-navigation  plan  developed 

in 

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 
The  President 

For  the  Council 
The  President 

46 

ANNEX  I:  NETWORK  SCHEMES 

ILLUSTRATED BY 

MAPS 

47 

DU RESEAU ROUTIER 

SCHEMA 
TRANSEUROPEEN (HORIZON 2004) 
TRANSEUROPEAN ROAD NETWORK 
OUTLINE PLAN (2004 HORIZON) 
LEITSCHEMA DES TRANSEUROPÀISCHEN 
STRASSENNETZES (HORIZONT 2004) 

EXISTANT/EXISTING/BESTEHEND 

P U W R E / P U V N N E D / G E P L A NT 

LES CONNEXIONS DANS LES PAYS "TIERS SONT PUREMENT INDICATIVES 
THIRD COUNTRY CONNECTIONS ARE PURELY INDICATIVE 
VERKNDUNGEN MIT DRITTLANDERN NUR  HINWEISEND 

ÏLAN0 

mmzm 

UNO 

OENQVA 

j Â N C Ô *^ 

Ç2& 

ROMA 

BARi 

> 

NÂPOLt 

CAGUARI 

PALERMO 

DU RESEAU ROUTIER 

SCHEMA 
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 D R I T T L A N D E RN  NUR  HINWEISEND 
VERB1NOUNGEN IN FRÙHEREN YUGOSLAWIEN NUR P.M. 

ITALIA 

SCALE  1:5 500.000 

03/94 

S 

0 

i  ; 50 

4 0 0 ^ I S O k i rC 

DU RESEAU  ROUTIER 

SCHEMA 
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 

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 EUROPEENNES T C/  EUROPEAN CT L»4ES / EUROPAJSCHE KV-LMEN 

LIGNES CONVENTIONNELLES / CONVENTIONAL UNES / KONVENTIONELLE STRECKEN 

LIGNES A DETERMINER  OU A EVALUER  / UNES  TO  BE DETERMINED  OR  EVALUATED  / 
FESTZULEGENDE  U N D ZU  UNTERSUCHENOE  STRECKEN 
•"  « ••  LIGNES A G V / 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 

HIRTSHALS 

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) 

• M I ^M  RESEAU EUROPEEN GV (LN et LA) / EUROPEAN HS NETWORK (NL and UL) 

EUROPAlSCHES HG-NETZ (ABS und NBS) 

mmm"•• 
+  +  +  +  UGNES EUROPEENNES TC / EUROPEAN CT UNES / EUROPAISCHE KV-UNIEN 

LIGNES CONVENTIONNEUES / CONVENTIONAL UNES / KONVENTKJNEUE STRECKEN 

LIGNES A DETERMINER OU A EVALUER / LINES TO BE DETERMINED OR EVALUATED / 
FESTZULEGENDE UND ZU UNTERSUCHENDE STRECKEN 
^ 
•  •"  ••  UGNES CONVENTIONNELLES / CONVENTIONAL UNES / KONVENTIONELLE STRECKEN 

• • ••  UGNES A GV/HS UNES/H&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) 

• M M»  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) 

B HB  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 L t t » / K O N V E N n O * 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 

)  -  C a n al  latéral  au  Rhin  (Kembs) 
2  -  Moselle  ( N a n cy  -  Koblenz) 
3  -  Mittelihein  (Koln  -  Koblenz) 
4  • Rhein  /  M e u se 
5  -  Waal  ( N i i m e g e n) 

AXES EST-OUEST  /  EAST-  WEST ROUTES /  OST-WEST  ACHSEN 

6  -  T w e n l e k a n a ol  /  M i t t e l l a n d k a n al 
7  -  Dortmund-Ems-Kanal  ( D a t l e l n / B e r g e s h o v e d e) 
8  -  M i t t e l l a n d k a n al  (Hannover-Minden) 
9  -  Elbe  -  M i t t e l l a n d k a n al  ( M a g d e b u r g) 
10  -  Elbe/Oder 
) 1 -  Elbe  ( H a m b u r g / M a g d e b u r g) 
12 -  Elbe  ( M a g d e b u r g / C S) 
13  • E l b e / O d e r / D o n ou  (') 

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  -  C a n al  du  centre  (Mons/La  Louvièie) 
19  •  Deùle/Lys 
20  Z e e b r u g g e / G e nl 
21  - Gent  (Evergem) 
22  C o b e r g k a n a al 
'23  -  j u h a n a k a n a al 
24  - L a n a ye 

AXE  SUD-EST /  SOUTH-EST  ROUTE  /  SUD-OST  ACHSE 

25  -  M a i n / M a i n - D o n a u k a n al 
26  -  M a m - D o n a u k a n al 
27  -  D o n au  (Straubing/Vilshofen) 
28  -  D o n au  (Wien/Budapest)  (") 

AXE  Pô  ADRIATIQUE  -  DANUBE/PÔ  ADRIATIC  DANUBE/PO-ADRIA-DONAU 

29  -  A d r i a t i c o / D a n y b io  (') 
30  -  Pô 

*  V  *» *  IV* \  ** 

04.93 

<A 

<?\ 

\ 

ORCA  D E S I G NO 

J2n. 

Trans-European airport network 
Network components 

Réseau aéroportuaire transeuropéen 
Composantes du réseau 

Transeuropâisches Flughafennetz 
Netzkomponenten 

: ;::€x'.;:x: 
La Reunion (F) 

Guadeloupe (F)  $^ 

Martinique (F) 

Il 

Açores;(P) 

: ^i  M9deira:(P) 

Canarias {ES) 

*A>^. 

TRANSEUROPEEN  (HORI/ON  2010) 

TRANSEVROPEAN  RAILWAY  NETWORK 

Ol  11.INK  PLAN  (2010 HORIZON) 

I.KITSC  I1KMA  DES  1  KANSEl 'ROPAISl  I1KN 

E I S E N B A H N N E T 7 . 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 
Section  3 

Section 4 

roads 
railways 

inland  waterways 

criteria  and/or specifications  for the nodes described  hereafter  in 

Section  5 
Section  6 

ports 
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 

route;  Karlsruhe-

High Speed Train route; Paris-Strasbourg; 
High  Speed  Train 
Frankfurt/Main-Berlin; 
Rotterdam-Betuwe line  (Cologne-Frankfurt/Main-
Karlsruhe (Switzerland-Italy) railway line; 
Lyon-Turin;  High  Speed 
transport; 
Urban  bypass  sections  for  combined  transport 
corridors. 

Trains/combined 

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 
1. 

the  Mitttellandkanal  and 

Improvement  of 
clearance of the  Elbe  at  Magdeburg 
Improvement of  navigation on  the  Elbe  between 
Magdeburg and the Czech  Border 
Improvement of  links  between the  Elbe  and the 
Oder 
Twentekanaal-Mittellandkanal  link 

East-West 
7. 
8. 
9. 

Dortmund-Ems-Kanal (Datteln/Bergeshûvede) 
Elbe  (Hamburg/Magdeburg) 
Saale 

North-South/Rhine  Axe 
5. 

Rhine-Rhone route 

North-South 
10. 
11. 
12. 
13. 

Moselle/Saône 
Seine/Moselle 
Zeebrugge/Gent 
Cabergkanaal 

Secondary link 
14. 
15. 
16. 
17. 
18. 

Po  (Cremona/Adriatic) 
Duoro 
Tagus 
Guadiana 
Canals of  Weaver/Bridgewater(intersection) 

2. 

3. 

4. 

7. 
(a) 
(b) 

North-South 
6. 

Seine-Schelde  link  in  France  and  Schelde  in 
Belgium 
Improvement of Schelde-Rhine link: 
Improvementof Antwerp-Bruxelles-Charleroi axis 
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. 

B. 
C 

D. 

Access  to  the  port  from  the  sea  or  inland 
waterway. 
Port infrastructure inside the port area. 
Inland  transport  infrastructure  inside  the  port 
area. 
Inland transport infrastructure links which provide 
trans-European 
access  to  sections  of  the 
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: 

intra-  and  extra-

facilitating  the  growth  of 
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 

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 

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: 

the 

into 

traffic 

integrating 
trans-European 
transport  network  or  a  multi-modal  transport 
chain; or 
the  greater  use  of  environmentally-friendly 
transport. 

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, 
passengeror freight movements, including air navigation equipment 
depending on the airport 

Community connecting point 
Regional connecting point 
Accessibility point 

Measure 2 - Improvement of airport security and safety 

Measure 3 - Adaptation of existing infrastructures made necessary by 
completion of the internal market and in particular by the measures 
governing the free movement of persons within the Union 

II. Development of new airport capacities 

Measure 4 - Development of the infrastructure and equipmentwhich 
determine airport capacity in terms of aircraft, passengeror freight 
movements, including air navigation equipment depending on the 
airport 

Measure S - Construction of a new airport to replace an existing 
airport or airport system which cannot be developed further on its 
existing site 

Community connecting point 
Regional connecting point 
Accessibility point 

Community connecting point 
Regional connecting point 

Community connecting point 
Regional connecting point 

Community connecting point 

III. Improvement of protection against nuisances generated by airport activities 

Measure 6 - Improvement of environmental compatibility in terms of 
noise and the treatment of airport effluent 

Community connecting point 

IV. Improvement or development of airport access 

Measure 7 - Improvement or deve lopmentof interfaces between the 
airport and access infrastructures 

Community connecting point 
Regional connecting point 

Measure 8 - Improvement and development of interconnectionswith 
other transport networks, including the rail network 

Community connecting point 

82 

Section 7:  railway  links for combined transport 

the following  links shall be completed within five years 

The  following  links  shall  be  completed  in  ten 
years 

-

- 

(Volos) 

-  Larissa 

-  Alexandroupolis 

-
(frontières  Grèce/Turquie  -

Madrid - Albacete -  Valence 
Madrid -  Irun -  France 
Bologne -  Bari/Brindisi -  Grèce 
Igoumenitsa -  Patras 
Patras -  Athènes 
A t h è n es 
Thessalonique 
frontière  du  Nord 
(ancienne  Yougoslavie,  Bulgarie  et 
Albanie) 
Igoumenitsa -  Volos 
Igoumenitsa -  Thessalonique 
Thessalonique 
Ormenio 
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  - 
Allemagne/Pologne 
Berlin -  Stralsund 
Dresden - frontière : 
Allemagne/Républiquetchèque 
-  Gôrlitz 
Dresden 
Allemagne/Pologne 

frontière 

frontière 

- 

: 

1. 
2. 
3. 
4. 
5. 
6. 

10. 
11. 

12. 
13. 
14. 
15. 
16. 
17. 

18. 
19. 

20. 

1. 
2. 
3. 
4. 
5. 
6. 
7. 
8. 

9. 

10. 
11. 
12. 
13. 
14. 
15. 
16. 
17. 
18. 
19. 
20. 
21. 
22. 
23. 
24. 
25. 
26. 
27. 
28. 
29. 
30. 
31. 
32. 
33. 
34. 
35. 
36. 
37. 

Taulov -  Norhtern Jutland 
Hamburg -  Padborg - Taulov -  Copenhague 
Hamburg -  Berlin 
Hanovre -  Berlin 
Nuremberg -  Berlin 
Berlin -  Dresde 
Francfort - WQrzburg 
Ligne de Betuwe (Rotterdam-Ruhr)et les connexionsaux  Pays-Bas 
vers  Hengelo et Venlo 
Rotterdam  -  Anvers/Zeebrugge  -  Bruxelles  -  Luxembourg  -
Bettembourg. 
Anvers - Aix  la  Chapelle 
Rotterdam - Anvers -  Bruxelles - Aulnoye 
Aix  la Chapelle -  Liège -  Erquelinnës 
Porto -  Lisbonne - Madrid -  Barcelone 
Lisbonne -  Burgos -  Irun - frontière franco-espagnole 
Port-Bou -  Barcelone - Valence -  Murcie 
Madrid -  Almeria/Algésiras 
Le Havre -  Paris 
Dijon -  Modane 
Paris -  Strasbourg 
Kehl -  Dijon 
Nancy -  Avignon 
Marseille -  Gênes 
Avignon-Narbonne 
Paris -  Dijon 
Paris -  Hendaye 
Aulnoye -  Metz 
Tarvis -  Udine -  Bologne 
Axe  du Brenner-  Bologne 
Udine -  Trieste 
Iselle - Turin/Milan -  Bologne 
Modane - Turin -  Milan 
Chiasso -  Milan 
Vérone -  Trieste 
La Spezia -  Fidenza 
Livourne -  Florence 
Patras - Athènes 
Athènes  -  Larissa  (Volos)  -Thessalonique  -  frontière  du  Nord 
(ancienne Yougoslavie et  Bulgarie) 

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 
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