Trans-European transport network: report on progress and implementation of the 14 Essen projects, 1998
Date: 1998-06-03
Institutions: European Commission
Subjects: project of common interest, trans-European network, transport infrastructure, transport network, transport statistics

COMMISSION OF THE EUROPEAN COMMUNITIES 

Brussels, 03.06.1998 
COM(1998) 356  final 

TRANS-EUROPEAN TRANSPORT NETWORK: 
REPORT ON PROGRESS AND IMPLEMENTATION OF THE 14 
ESSEN PROJECTS, 1998 

(Presented by the Commission) 

TABLE OF CONTENTS 

I.  INTRODUCTION 

II.  OVERVIEW 

III.  PROJECT  IMPLEMENTATION 

IV.  ENCOURAGING  PUBLIC-PRIVATE  PARTNERSHIPS 

V.  FORWARD PERSPECTIVE 

ANNEX A: PRIORITY PROJECTS PROGRESS 

ANNEX B:  SUMMARY  OF PROGRESS 

3 

3 

4 

5 

6 

8 

13 

TRANS-EUROPEAN  TRANSPORT  NETWORK: 
REPORT  ON  PROGRESS  AND  IMPLEMENTATION  OF  THE  14  ESSEN 
PROJECTS, 1998 

I. 

INTRODUCTION 

1.  The Luxembourg Council of 20-21  November  1997 emphasised  the importance of 
the  Trans-European  Networks  (TEN)  as  one  of  the  major  ways  of  supporting 
growth  in  the  EU,  and  an  essential  complement  of  the  single  market.  The 
networks  have  an  important  re  *  in a medium  term  employment  strategy  because 
efficient  transport,  telecommur  cations  and  energy  infrastructure  is  vital  for  EU 
competitiveness, and thus for long-term  growth  and sustainable jobs. 

2.  In particular  as far  as transport  networks  are concerned,  the  Luxembourg  Council 
asked  that  a  timetable  and  financial  plan  be  completed  for  each  of  the  fourteen 
specific  projects  contained  in  Annex  III  of  the  Community  guidelines  for  the 
development  of  the 
the  political 
commitment  to  their  implementation,  and  demonstrate  that  financing  can  be 
found.  Member  States  have  now  identified  timetables  and  projected  investment 
costs for the priority projects. This report provides an overall  assessment. 

transport  TEN1.  This  would  underline 

II. 

OVERVIEW 

3.  The  14 priority  projects,  endorsed  by  the  Essen  European  Council  of  9  and  10 
December  1994,  are  only  part  of  the  TEN  transport  networks.  It  has  been 
estimated  that  the  total  cost  of  the  TENs  priority  projects  is  around  110  BECU, 
compared  to  the  cost  for  the  total  network  of  more  than  400  BECU  until  2010. 
The Commission  will produce a Communication  on the state of implementation  of 
the network  as a whole in the autumn,  in accordance with  the requirements  of the 
TENs  Transport  Guidelines.  The  current  report  focuses  on  the  specific  remit  of 
the  Luxembourg  Jobs  Council,  and  the  state  of  play  on  the  14 projects  gives  an 
indication of broader prospects. 

4.  Each  of  the  projects  has  its  own  particular  features,  and  it  is  difficult  to  make 
general  statements.  Taken  overall,  however,  there  has  been  significant  progress: 
three  of  the  projects  are  close  to  completion,  all  are  under  construction  or  at  an 
advanced state of preparation and most are likely to be completed by around 2005. 

5.  Compared to forecasts  made at the time of the Christophersen  Group (1994), there 

has been slippage on some projects due to a combination  of: 

1 Decision N.  1692/96 of the European Parliament and of the Council of 23 July  1996 on Community 
guidelines for the development of the trans-European  transport  network. OJ N° L 228, 9.9.1996 

-the intrinsic complexity of the projects, which means that some of the time-scales 
proposed  were  unrealistic,  given  the  technical,  legislative  and  administrative 
hurdles and the need to give full  consideration to the environmental  implications; 

-constraints  on  the  availability  of  public  finance  at  a  time  of  rigorous  budgetary 
consolidation.  This has been  reflected  in overall  public spending on  infrastructure 
in recent years, and has also posed problems  for some of the priority projects. 

6.  Given these constraints, the  fact  that  most of the projects  are now firmly on  track, 
with only limited slippage, is a significant  achievement, as is the recent passing of 
some  major  milestones  such  as  the  first  completely  high-speed  link  between 
European  capitals (Brussels to Paris) inaugurated  in December  1997. 

7.  EU  level  finance  has  made  a major  contribution  to  the  priority  projects.  This  is 
particularly  the  case  for  the projects  in  areas  eligible  for  Structural  and  Cohesion 
Fund  spending,  contributing  to  achievements  such  as  the  Belfast  to  Dublin  rail 
link,  the  motorway  network  in  Greece  and  the  high-speed  train  south.  The  TEN 
Transport  Budget, with more modest  amounts  available  (around  1.8  BECU  1995-
99) has nonetheless had a considerable  impact  in helping to launch major  projects 
such  as the  0resund  fixed  link  and the  Belgian  high-speed  train.  The  EIB  is  the 
major  source  of  loan  funding  for  TENs  projects,  advancing  1.4  BECU  to  the  14 
priority  projects  in  1997  alone,  while  the  EIF  committed  exposure  towards  the 
priority projects has reached around 350 MECU. 

III. 

PROJECT  IMPLEMENTATION 

8.  The  annex  provides  a brief  assessment  of  progress  on  each  of  the  14 projects  in 

three broad categories: 

1) 

Projects near completion 

- Cork, Dublin, Belfast,  Larne conventional rail link (project  9) 
- Malpensa Airport (project  10) 
- 0resund fixed link (project  11). 

2) 

Projects due for completion  by around 2005 for which financing is largely 
in place 

-  Paris-Brussels-Kôln-Amsterdam-London  (PBKAL)  high-speed  train  link 
(project  2) 
- high-speed train South (project  3) 
- high-speed train East (project 4) 
- Betuwe combined transport rail line (project  5) 
- Greek motorways, (project  7) 
- West Coast Main Line (project  14) 

3) 

Projects for which the time-scales run significantly  beyond  2005 or  where 
time-scale  and  financing  remain  uncertain  for  important  sections  of  the 
projects 

- high-speed train North-South (the Brenner) (project  1 ) 
- high-speed train Lyon-Trieste (project 6) 
- Multimodal link Portugal/Spain  with the rest of Europe (project  8) 
-Nordic  triangle multimodal corridor (project  12) 
- Ireland-UK-Benelux  road link (project  13) 

9.  The  special  nature  of the  Mult, nodal  link  Portugal/Spain  with  the rest  of  Europe 
and Nordic Triangle projects,  v-  ich are multimodal  corridors with  a large number 
of  components,  make  it  very  e'fficult  to  establish  firm  overall  timetables  and 
financing plans. 

10. The main issues which will require careful  monitoring include: 

-the two  major  Alpine  tunnels, the Brenner  and  Lyon-Torino  which  will  be  vital 
for  the  development  of  a sustainable  Alpine  transport  policy,  and  for  which firm 
decisions  on  timing  and  finance  have  yet  to  be  made.  Given  the  complexity  of 
these projects, momentum needs to be maintained  and indeed increased in order to 
prepare the necessary decisions on time; 

-the  financing  of  the  CTRL  (UK  sections  of  the  PBKAL  between  the  Channel 
tunnel  and  London)  is  in  difficulty,  and  it  is  essential  to  ensure  a  solution  that 
results in completion close to the original  time-scale; 

-despite  major  additional  efforts  by  the  French  Government,  there  remains  a 
financial gap on TGV  Est,  a request  for  additional  Community  funds  is  likely,  to 
fill, at least partially, the gap; 

-though much of the TGV  Sud (Mediterranean  branch) will be completed  in good 
time, the Perpignan  to  Montpellier  section,  which  is vital  in  linking  Spain  to  the 
rest of the network, may be delayed. 

IV. 

ENCOURAGING PUBLIC-PRIVATE  PARTNERSHIPS 

11. The Council  has previously  recommended  that public private partnerships  (PPPs) 
should  be  examined  as  a  means  of  securing  better  value  for  money  in 
infrastructure  projects,  as  well  as  of  bringing  in  complementary  finance,  fresh 
ideas and methods.  The Commission has actively pursued this proposal.  In  1996, 
Commissioner  Kinnock  set  up  a  High  Level  Group  to  consider  how  PPPs  might 
accelerate  the  development  of  TEN-T  projects.  This  Group,  whose  report  was 
presented  to the Council, concluded  inter alia that there needed to be  firm  political 
commitment  to  project  implementation,  that  greater  use  should  be  made  of 
existing  financial 
instruments, 
particularly to provide equity or quasi-equity finance, should be considered. 

instruments,  and  that  the  creation  of  new 

12. In  this  respect  consideration  is  being  given  to  the  creation  of  risk-capital  funds, 
financed  in  part  from  the  Community  budget,  the  aim  of  which  would  be  to 
provide a catalyst to encourage the large private sector institutions such as pension 
funds to invest in TENs projects. It could significantly  increase the amount of long 
term  private  sector  finance  available  to  infrastructure  projects.  The  Commission 
launched  a  study  of  the  proposal  last  October,  and  is  now  considering  the  study 
conclusions.  One  clear  conclusion  is  that  for  this  sort  of  financial  instrument  to 
develop, the market needs to have confidence  that there will be a sufficiently  large 
portfolio  of TENs projects  in which to invest. 

13. The  Commission  encourages  the  creation  of  dedicated  companies  for  the 
ownership, construction or financing of some railway projects  in order to  facilitate 
the  participation  of  the  private  sector  in  the  investment  effort  and  to  improve 
project  quality. In this context the Commission hopes to see the rapid  adoption of 
the European Company Statute. 

V. 

FORWARD  PERSPECTIVE 

14. The timetables  submitted  by  the Member  States  suggest  that  there will  be  a very 
substantial  increase  in  expenditure  on  the  14  priority  projects  during  the  period 
2000-2006,  with  many  of  the  larger  projects  moving  into  the  full  construction 
phase.  Though  these  forecasts  must  be  viewed  with  some  caution  at  this  stage, 
since  further  decisions  are  needed  in  a  number  of  cases,  this  could  result  in 
investment at close to double the level seen in  1995-1999. 

15. While  this  period  will  see  a  continuing  commitment  to  budgetary  rigour,  the 
progress  in  fiscal  consolidation  made  so  far  opens  up  the  prospect  that  it will  be 
possible  to  find  room  for  higher  levels  of  infrastructure  spending  within  tightly 
controlled  overall  national budgets.  Indeed,  a key  aim  of budget  consolidation  is 
to  make  room  for  productive  investment  of  this  sort.  At  the  same  time  the  low 
level  of  interest  rates  that  may  be  expected  with  EMU  should  facilitate 
investments. This is particularly true for projects  like TENs that require very large 
and long-term capital investments. 

16. The  role  of  the  Community  and  the  EIB  will  continue  to  be  important.  As 
recognised  also by the Commission  communication  on Agenda  2000, TENs  are a 
key factor  for the reinforcement  of the Single Market, and the Community budget 
will  continue  to  play  a  crucial  role  in  getting  projects  off  the  ground  and 
maintaining  momentum.  In  a number  of  cases  the  Community  contribution  will 
be a determining  factor  in the financial viability  of the project.  The  estimates  of 
financial needs which  the Commission  put  forward  with the proposal to revise the 
TEN Financial Regulation2 (a figure of 5 BECU for the period 2000-2006)  reflects 
the  forecast  increase  in  activity,  and  the  need  to  continue  to  recognise  the  strong 
Trans-European  element in the projects  concerned. The proposal  includes the idea 
large 
of  an  indicative  multiannual  programme  adapted 

to  the  nature  of 

COM(1998)  172  final 

infrastructure  transport  investments.  The Commission  also  intends to continue  its 
efforts  to  make  Community  support  as  effective  as  possible  by  concentrating 
funds  on  key  projects.  The  EIB's  increasing  willingness  to  develop  its  loan 
instruments  so  that  they  are  better  suited  to  the  time-scale  and  risk  profile  of 
individual  projects  will  play  an  important  role,  not  least  in  the  development  of 
financing  packages for public-private partnerships.  The EIF also has an important 
role  to  play  in  this  respect.  A  major  effort  is  also  needed  to  prepare  for  the 
extension of the TENs to the accession  countries, for which  ISPA will be the main 
instrument  for EU grant funding  from  2000. 

17. Achieving  implementation  of  the  TEN  network  will  require  a  combination  of 
public  and  private  finance  in  partnership.  Concrete  steps  need  to  be  taken  on  a 
case  by  case  basis  as  a  matter  of  urgency  to  agree  the  parameters  and  the 
mechanisms  for  the  implementation  of  these  PPPs. 
If  this  is  done,  this  can 
achieve  more  rapid  project  implementation  and  better  value-for-money.  Firm 
commitment  is  needed  from  Member  States  if  the  private  sector  is  to  invest  in 
development  of  suitable  financial  instruments  and  approaches.  The  Commission 
will  continue  to  work  with  the  EIB  and  EIF  to  ensure  effective  EU  support  for 
PPPs particularly on the priority projects. 

ANNEX  A 

PRIORITY  PROJECTS  PROGRESS 

1)  Projects near completion 

The Cork-Dublin-Belfast-Larne-Stranraer  rail  link  was supported  largely  through 
the  Cohesion  and  European  Regional  Development  Funds.  Most  of the  work  on  the 
line  (with  the  exception  of  some track  improvements  near  Belfast)  was  completed  in 
1997 and an improved service begun in October  1997. There remains to be  completed 
the  spur  from  Belfast  to  Londonderry:  the  costs  of  this  work  are  presently  being 
reassessed, but it is expected to be completed around 2000. 

Malpensa Airport's new facility will be completed in 2000.  The first phase of works 
is virtually  completed  and  the new  airport  should be opened  this year.  It  is a project 
that has been carried  out  as a PPP: the financial package  comprises  self-financing  by 
SEA  (the  concessionaire  of  Malpensa/Linate  airports),  State  grants,  loans  from  the 
EIB,  a  guarantee  from  EIF  and  support  from  the  TENs  budget.  As  for  the  land 
accesses,  the  new  rail  link  to  the  city  centre  will  be  opened  for  services  only  in  1999 
whilst the new road access should  be completed just  in time  for the  inauguration  of the 
new terminal. 

The  Ôresund  Fixed  Link  (16  km), including  its access  routes, provides  a combined 
road  and  rail  link  between  Denmark  and  Sweden,  uniting  a  region  of  2.3  million 
people.  It is expected  to be completed by the year 2001.  Three public companies are 
responsible  for  different  sections  of  the project.  The  major  proportion  of  the  funds 
have been raised on international  capital markets and from the EIB.  The Swedish and 
Danish Governments have guaranteed the loans for the project. 

2)  Projects due for completion  by around 2005 for which financing is largely in 

place 

The  Paris-Brussels-Kôln-Amsterdam-London  (PBKAL)  High  Speed  Train  link 
was agreed to by Ministers  from  France,  Belgium, Germany, the Netherlands  and the 
UK  in  1989.  The  Paris-Channel  Tunnel  and  Paris-Brussels  sections,  together  with 
the Channel Tunnel itself, are complete; construction work has begun on the London-
Channel  Tunnel  section,  and  preparatory  work  is well  advanced  on  the  Amsterdam-
Brussels and Kôln-Brussels sections. In detail: 

-in  the  UK,  the  Channel  Tunnel  Rail  Link  (CTRL)  was  offered  as  a  Design, 
Build, Finance and Operate concession to the private sector  in  1995, and  awarded 
in  1996 to London  and Continental  Railways.  However, LCR  failed  to secure the 
necessary  complementary  private  sector  finance  and  is  now  in  discussion  with 
potential  private  sector  partners  about  completion  of  the  project  in  keeping  with 
the terms of the concession.  The projected  completion  date  for  the whole  project 
is  now  uncertain.  The  EIB  and  the  EIF  are  participating  in  the  financing  of  this 
project. 

-in  Belgium,  the section  of the  link  between  the  French  border  and  Brussels  was 
completed  and  opened  in  December  1997.  On  the  Brussels-Dutch  border  and 
Brussels-German  border  sections  works  have  started,  although  the  sub-sections 
Antwerp-Dutch  border  and  Liège-German  border  are  scheduled  for  completion 
only by mid-2005.  The Belgian Government established the "TGV  Financière" in 
1996 to fund  all the HST projects in Belgium. 

-in the Netherlands, the route of the Amsterdam-Belgian  border  link  was adopted 
in  1996.  The Government  is planning to involve  the private  sector  in  all  parts of 
the  project:  it  has  commissioned  a  study,  now  underway,  to  identify  the  optimal 
way of doing so.  This PPP  should  help meet  approximately  20% of the  project's 
estimated cost; the estimated completion  date is 2005. 

-in Germany, the project  is being developed in two parts: Aachen-Kôln and Kôln-
Frankfurt.  Construction  work  has begun  on both  sections; Kôln-Frankfurt  should 
be completed by 2000, whereas the entire section is due to be completed by 2007. 
The cost will be borne mostly by central Government  funds. 

The HST  South  consists  of two parts: the Mediterranean  branch  (Madrid-Barcelona-
Perpignan-Montpellier)  and the Atlantic branch  (Madrid-Vitoria-Dax).  Work  is more 
advanced  on  the  Mediterranean  branch,  of  which  the  Spanish  part  is  expected  to  be 
completed by 2004 , under the cover of Gestor de Infraestructuras  Ferroviarias (GIF) a 
dedicated  company  created  in  1997,  owner  of  the  new  infrastructure.  The  branch  is 
expected  to  receive  substantial  support  from  the  Cohesion  Fund.  The  international 
section  (Barcelona-Perpignan)  is  expected  to  be  completed  by  2005.  As  far  as  the 
Perpignan-Montpellier  section is concerned there is no final timetable. On the Spanish 
part  of  the  Atlantic  branch  the  phase  of  public  enquiry  has  started  for  the  section 
Madrid-Valladolid  and  is  about  to  start  for  the  so  called  Y  Basque  (Vitoria-  Bilbao-
San  Sebastian),  preliminary  studies  are  on-going  on  the  section  Valladolid-Vitoria. 
EIB financing  is also likely to be requested  for this project. 

The  HST  East  is  now  under  construction  on  the  German  section  (upgrading  line). 
There  has  been  a major  step  forward  with  the  French  Government  announcement  in 
February that the final study phase has been  launched  on the French  territory.  Works 
on  the  first  phase  of  the  French  section  (Vaires-Vandières)  should  start  in  1999  in 
view of its completion  in 2005. This first phase will  ensure  the connection  with  both 
German  and  Luxembourg  networks.  There  remains  a  potential  financial  gap  and  a 
request for additional Community  funds  is likely. 

The Greek  Motorways  are on the north-south  (PATHE)  and  east-west  (Via  Egnatia) 
axes  through  Thessaloniki.  Work  is  well  underway  on  both,  and  completion  is 
scheduled  for  around  2004. Both projects  have received,  and will  receive,  substantial 
support  from  both  the  Cohesion  and  the  European  Regional  Development  Funds 
(ERDF), as well as loans from  the EIB and support from  the TENs budget.  The Greek 
Government  has also involved  the private  sector,  establishing  three PPPs  for  separate 
sections  of the  PATHE  (Rio-Antirion  bridge,  Athens  Ring  Road  and  Maliakos  fixed 

link);  the  intention  is  to  identify  further  suitable  sections  for  PPPs  on  both  PATHE 
and Via Egnatia. 

The  West  Coast  Main  Line  is  another  HST  link  in  the  UK,  which  will  link  the 
PBKAL  to  Scotland  and the Irish rail  link.  The project  is being  developed  as a PPP, 
with  Railtrack  (the private  sector owner of the existing  infrastructure)  developing  the 
route  in partnership  with  Virgin  Rail, the passenger  service  franchisee,  and  the public 
sector.  Work  has  already  begun  on  signalling  and  track  improvements;  the  whole 
project  should  be  completed  by  2005.  EIB  and  EIF  finance  has  been  requested  for 
this project. 

The  Betuwe  Line  is  unique:  it  is  an  almost  totally  new-built,  conventional  railway 
line, principally  for freight traffic.  Its purpose is to provide a rail option  for the large 
volume  of  freight  traffic  presently  moving by road between  Rotterdam  and  Germany 
and  the  rest  of  Europe.  The  Dutch  Government  now  proposes  to  take  the  project 
forward  as a PPP, the public  sector taking the project  through  to construction  and the 
private  sector  then  being  invited  to  tender  for  it  as  an  operating  concession.  The 
project  should be completed  by 2005. 

3)  Projects  for  which  the  time-scales  run  significantly  beyond  2005  or  where 
time-scale  and  financing  remain  uncertain  for  important  sections  of  the 
projects 

The HST North-South  runs from Berlin via Leipzig, Nurnberg, Munchen, Innsbruck, 
and the proposed  Brenner  tunnel  to Fortezza  and  Verona.  Construction  work  is well 
underway  on  certain  sub-sections  in  Germany,  completion  of  the  entire  German 
section  is  expected  by  2007.  Progress  has  also  been  made  with  the  Brenner  tunnel 
preparatory  phase;  several  railway  companies  intend  to  establish  a  European 
Economic  Interest  Grouping  (EEIG),  to  oversee  the  development  and  design  of  the 
base tunnel.  Upgrading  of the existing Fortezza-Verona line  is underway  and  should 
be  completed  by  2001.  Whilst  the  financing  for  the  Berlin-Niirnberg  sections  is 
largely  assured,  that  for  the  remaining  sections,  particularly  the  Brenner  tunnel,  is 
uncertain.  EIB financing has already been  approved  and  utilised  for the initial  stages 
of this project  in Italy and the INN Valley in Austria. 

The  HST  Lyon-Torino-Trieste  runs  from  Lyon  to  Trieste  via  Torino,  Milano, 
Verona and Venezia.  In Italy construction  work has started  in some key nodes.  Major 
works  should  also  begin  by  1999  on  some  important  Italian  sub-sections.  On  the 
French  section,  the  procedure  to  secure  the  DUP  (Déclaration  d'Utilité  Publique) 
should  be  launched  in  2000;  works  could  then  start  on  this  section.  On  the 
international  section  a series of geological  studies  should  be  completed  in 2000. The 
state-owned Italian railway company, FS, has a wholly-owned  subsidiary TAV (Treno 
Alta Velocità) which is responsible  for the development  of the HST networks in Italy. 
For the Italian sections FS will provide 40% of the estimated costs; the remainder will 
be sought from financial institutions and the TEN budget. 

10 

The  Nordic  Triangle  is  a  sequence  of  transport  corridors,  extending  from  southern 
Sweden  to  the  Norwegian  border  and  Stockholm,  across  to  Turku,  Helsinki  and  the 
Russian border.  Work  is underway  throughout  the corridors  (including  safety  studies 
in the maritime section). 

The Multimodal link Portugal/Spain with the rest of Europe consists of three main 
corridors, radiating  from  Lisbon to Seville, La Coruna and Irun.  The project's  aim is 
to provide alternative rail transport  for the Iberian road  freight  traffic  to the rest of the 
European  Union.  Some construction work has begun, but most sections are still at the 
feasibility  study stage. Since the project  is at a relatively early stage of development  -
it  was  identified  finally  only  in  1996  -the  Portuguese  authorities  have  not  yet 
established  a definitive  list of projects.  However, the Portuguese  authorities  envisage 
the  possibility  of  private  sector  involvement  in  the  new-build  road  sections,  and  are 
requesting EIB finance. 

The  Ireland-UK-Benelux  road  link  comprises  a  number  of  roads  of  varying 
standards,  which  were  proposed  for  developing  as  necessary  to  the  appropriate 
standard,  depending  on  traffic  density.  In  the  Republic  of  Ireland,  the  project  has 
received  considerable  support  from  the  Cohesion  Fund,  and  substantial  progress  in 
up-grading  the  corridor  is taking  place.  In  Northern  Ireland  the  recently  announced 
new  Investment  Fund  will  help finance the project.  However,  for  the  remaining  part, 
the UK's national roads programme  is presently the subject  of a strategic review, and 
it is not possible to say at this stage when the project will be completed. 

11 

At 

ESSEN  14 priority projects: overview of the investments; financing from the EU, the EIB and the EIF 

Project 

Length 
(Km) 

Total invest. 
(MECU) 

Investment 
pre-98 
(MECU) 

Inv. forecast 
98-99 
(MECU) 

Inv. forecast 
2000+ 
(MECU) 

TEN-support 
pre-98 
(MECU) 
commitments 

Cohesion fund 
pre-98 
(MECU) 
commitments 

ERDF 
pre-98 
(MECU) 

EIB loans 
signed 
(MECU) 

EIF Committed 
exposure 
(MECU) 

1. HST/CT North-South(a) 

958 

15102 

2. HST PBKAL 

1176 

17232 

3. HST South 

4. HST East 

5. Betuwe line 

6. HST/CT Lyon-Trieste 

1601 

14072 

551 

160 

734 

4777 

4094 

18260 

2505 

3728 

240 

59 

360 

368 

7. Greek Motorways 

1580 

9242 

2175 

8. Multimodal link Portugal-
Spain-Central Europe (b) 

6200 

(b) 

9. Conventional rail link Cork-
Dublin-Belfast-Lame-Stranraer 

502 

357 

328 

10. Malpensa airport 

n/a 

1047 

11. Oresund fixed link 

52.5 

4158 

12. Nordic Triangle 

1800 

10070 

13. Ireland-UK-Benelux road 
link 

1530 

3629 

14. West Coast Main Line 

850 

3000 

473 

2505 

679 

287 

1325 

4118 

1375 

170 

870 

943 

2351 

(b) 

29 

406 

1377 

1260 

370 

532 

11245 

9386 

11757 

3086 

2864 

16949 

4716 

(b) 

168 

276 

3320 

2580 

152,23 

392,45 

19,6 

66,9 

39 

94,9 

75 

(b) 

0 

7,8 

88 

57 

7,4 

2180 

24,8 

300 

0 

406,6 

(b) 

860 

(b) 

53,9 

55 

350 

1047 

153,4 

127 

77,6 

806 

(b) 

4,2 

208 

801 

969 

26,6 

Total(d) 

111240 

13707 

15126 

68527 

1025,08 

153,1 
913,6 

70(c) 
985 

4211,8 

358 

Notes: 
a) The cost of upgrading the accesses to the base tunnel to four tracks  (a further 7 Bn ECU) is not included, the timetable for this will be established later. 
b) indicative total investment; project identified only in 1996, exact definition still in progress. 
c) The programme approach used by ERDF means that full information is not available 
d) Due to pending decisions and project definition in progress total investment (col.2) is not equal to the sum of investment in pre-98,98-99 and 2000+. 

ainexft : summary of progress 

PROJECT 

1) High  Speed 
; transport  North-South 

train/combined 

LENGTH 
(km) 
958 

COST 
(MECU) 
15102 

-Brvssels-

\  '<)  Paris 
l KoWFmnkfurt-  Amsterdam-
(PBKAL) 
j London 

1176 

17  232 

3}  High  Speed  Train  South 

1 6 01 

14  072 

14) H ST  Paris  eastern  France-
\ south-western  Germany 
\E$t) 

(TGV 

551 

4777 

! 5}  Betuwe  Line 

160 

4094 

16)  High  Speed  Train  / 
I Combined  Transport  -  Lyon-
j T:Jiin~Tri&ste 

734 

18  260 

| 7)  Greek  Motorways 

1580 

9242 

i 8}  Multimodal 
! Spsin  -  Europe 

link  Portugal-

6212 

AUTHORISATIONS/ 
TECHNICAL  SITUATION 
Building permissions 
progressively awarded for 
sections; technical studies to 
be launched for Brenner base 
tunnel 
Some delays; now all sections 
on track 

Procedures completed for 
some sections; technical 
studies launched for others 
Permissions available for D 
part.  Political decision taken to 
build a  1st phase between 
Vaires-Vandières for F part. 
All political and administrative 
decisions have been taken. 

Declaration d'Utilité  Publique 
launched for Lyon-Montmélian 
section; administrative 
Authorisation  procedures 
launched for Torino-Venezia 
Work on-going on several 
sections; building perm, 
awarded, technical studies and 
tendering procedures under 
way for others 
Procedures completed for 
certain sub-projects; technical 
studies under way for others 

{9)  Conventional  rail link Cork-
l  Duoim-Seifast-Lame-Stranraer 
j 10} Malpensa  Airport 

502 

357 

All completed 

1 0 47 

On track 

f ifùresund 

Fixed  road/rail 

52.5 

4158 

On track 

I  Link 
\  12}  Nordic  Triangle  Multimodal 
I  corridor 

1 8 00 

10  070 

113)  Ireland-UK-Benelux  road 
\link 

1530 

3  629 

Building permissions  being 
awarded for one section; 
technical studies under way for 
others 
Studies on various sections 
under way 

14)  Wast  Coast  Main  Line 

850 

3000 

Studies under way 

FINANCING 

STAGE 

COMMENTS 

Partly secured; some 
difficulties  remain 

Berlin-Leipzig: work well under way; Leipzig-Numberg: 
work started on sections, Brenner Tunnel still at study 
stage 

Member States concerned intend 
to establish an EEIG for Brenner 
base tunnel to carry out the design 

Largely secured; 
some difficulties 
remain. PPP possible 
for NL section 
Partly secured; some 
difficulties  remain 

Largely secured; 
some difficulties 
remain with French 
part 
Public sector will 
finance the  cons 
truction, private sector 
involve-ment in exploi 
tation foreseen 
Partly secured; some 
difficulties  remain 

Construction work well under way on Belgian and 
German sections; started on Dutch section 

Some delays, but most non-
financial problems resolved. 
Brussels-Paris HSL completed 

Construction work under way on 2 sub-projects of 
Madrid-Barcelona section. 

International section at study stage j 
i 
through an EEIG 

Final technical studies launched on French part, works 
should start in 1999 on the section Vaires-Vandières, 
upgrading works started on German section 

High political priority 

Construction already started on Port-line. 
For the A-15 line final planning procedures are near 
completion. Construction is planned to start mid 1998. 

Works started in some key nodes in Italy, technical 
studies on-going on international section 

Very early stage of construction, 
after delays. The project is 
planned to be finished in year 
2005. 

Franco-Italian summit on 3 
October  1997 launched three year 
study programme for international 
section 

Three PPP-schemes 
on PATHE 

Initial work under way for three PPP-schemes on 
PATHE, and some others 

Substantial support from ERDF 
and Cohesion Fund 

Subst. support from 
ERDF and Cohesion 
F. expected; some 
difficulties  remain 
No difficulties 

Work on sections of Linha do Norte, Beira Baixa (rail) 
and Lisboa-Valladolid (road) under way; studies on 
further projects 

Large range of separate sub-
projects, of which several still at 
study stage 

Cork-Dublin-Belfast section completed; remainder to 
be completed by 2000 

Largely completed thanks to ERDF l 
j 
and Cohesion Fund support 

Financing in place 

Financing in place 

Construction work well under way, to be completed by 
2000 
Construction work on most of project 

To be opened in 1998 (first phase) 

On time, completion by 2000 

Partly secured; some 
difficulties  remain 

Work under way on E 18 and E 6 roads and main rail 
axes in Finland and Sweden 

Large range of separate sub-
projects 

Uncertainties remain  Construction work nearing completion in Ireland, 

Financing secured, 
PPP 

uncertainty for some of the UK sections 

Construction work started to modernise line 

UK's national roads programme 
subject of a strategic review 

Partnership betv.eei private 
infrastructure arid service 
companies  , with public subsidy 

41. 

ISSN 0254-1475 

COM(98) 356 final 

DOCUMENTS 

EN 

07  15  17 

Catalogue number  :  CB-CO-98-380-EN-C 

ISBN 92-78-37116-5 

Office  for Official  Publications of the European  Communities 

L-2985  Luxembourg