Commission staff working document - Accompanying document to the report from the Commission to the Council, the European Parliament, the European Economic and Social Committee and the Committee of the Regions on the implementation of the trans-european transport network guidelines 2004 – 2005 Pursuant to Article 18 of Decision 1692/96/EC {COM(2009) 5 final}
Date: 2009-01-20
Institutions: European Commission
Subjects: airport, harbour installation, maritime shipping, maritime transport, trans-European network, transport infrastructure

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COMMISSION OF THE EUROPEAN COMMUNITIES 

Brussels, 20.1.2009 
SEC(2009) 18 

COMMISSION STAFF WORKING DOCUMENT 

Accompanying document to the 

REPORT FROM THE COMMISSION TO THE COUNCIL, THE EUROPEAN 
PARLIAMENT, THE EUROPEAN ECONOMIC AND SOCIAL COMMITTEE AND 
THE COMMITTEE OF THE REGIONS 

ON THE IMPLEMENTATION OF THE TRANS-EUROPEAN TRANSPORT 
NETWORK GUIDELINES 2004 – 2005 
Pursuant to Article 18 of Decision 1692/96/EC 

{COM(2009) 5 final} 

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ANNEX  

ANNEX 1: IMPLEMENTATION DETAILS 

INTRODUCTION  

Part 1 considers the main developments on the TEN-T modal networks as outlined in 
Annex  I  of  the  guidelines  Decision  i.e.  road,  rail,  inland  waterways,  ports,  airports 
and combined transport. 

Part 2 looks in more detail at the horizontal issues of interoperability, research and 
development, and environmental protection.  

In part 3 there is a general assessment of the development of the TEN-T during the 
period in question and a more detailed section on the TEN-T priority projects.  

The part 4 on Community funding, provides an overview of the financing of TEN-T 
with  particular  reference  to  financial  support  from  the  EU  during  the  reference 
period. 

PART 1 

IMPLEMENTATION IN GENERAL  

Total  investment  in  the  TEN-T  network  in  the  EU-27,  which  amounted  to  EUR 
101.74 billion in the 2004 – 2005 period (EUR 50.4 billion in 2004 and 51.3 billion 
in 2005),has increased in comparison with the investment of 2002 -2003.  

Table 1 shows the investments in TEN-T infrastructure in the years 2004 and 2005 
per country and per mode of transport in millions of EUR and in % of the GDP per 
country. 

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Table 1: 
the %of investments in GDP 

Investments in the 2004 and 2005 in the TEN-T in millions of EUR per country and per mode including 

Road 

Railway 

IWW 

Airport 

Port 

TOTAL 

GDP 
2004/2005 

in % of 
GDP 

Austria 

1281,81 

2592,10 

3,80 

344,49 

34,95 

4257,15 

481000,00 

0,89% 

Belgium 

Bulgaria 

Cyprus 

112,57 

1932,78 

55,39 

43,09 

414,51 

2558,34 

586000,00 

0,44% 

139,98 

85,50 

0,64 

41,68 

3,42 

271,22 

41000,00 

0,66% 

42,50 

0,00 

0,00 

5,00 

2,45 

49,95 

25000,00 

0,20% 

Czech Republic 

1455,00 

388,00 

0,00 

0,00 

5,10 

1848,10 

185000,00 

1,00% 

Denmark 

159,75 

149,00 

0,00 

0,00 

189,98 

498,73 

405000,00 

0,12% 

Estonia 

Finland 

France 

150,77 

83,95 

0,00 

49,62 

86,73 

371,07 

20000,00 

1,86% 

270,00 

583,94 

0,00 

0,00 

334,15 

1188,09 

305000,00 

0,39% 

5013,00 

3269,00 

172,78 

61,71 

585,94 

9102,43 

3369000,00 

0,27% 

Germany 

1568,87 

6988,97  1594,08 

4,98 

309,49 

10466,39 

4463000,00 

0,23% 

Greece 

2396,25 

795,61 

0,00 

93,76 

0,00 

3285,62 

349000,00 

0,94% 

Hungary 

1307,50 

520,06 

0,00 

0,00 

0,00 

1827,56 

169000,00 

1,08% 

Ireland 

Italy 

Latvia 

592,00 

521,88 

0,00 

0,00 

0,00 

1113,88 

309000,00 

0,36% 

2876,53  13319,64 

0,00  1324,00 

371,50 

17891,67 

2806000,00 

0,64% 

173,35 

113,52 

0,00 

0,60 

39,40 

326,87 

24000,00 

1,36% 

Lithuania 

188,72 

110,07 

0,00 

10,85 

0,00 

309,64 

39000,00 

0,79% 

Luxemburg 

27,50 

24,68 

0,00 

54,50 

0,00 

106,68 

56000,00 

0,19% 

Malta 

7,89 

0,00 

0,00 

1,00 

16,81 

25,70 

8000,00 

0,32% 

Netherlands 

2042,32 

3900,32 

227,65 

122,90 

291,07 

6584,26 

991000,00 

0,66% 

Poland 

2032,55 

218,68 

0,00 

136,83 

0,00 

2388,06 

447000,00 

0,53% 

Portugal 

1548,20 

633,80 

0,00 

286,51 

96,83 

2565,34 

290000,00 

0,88% 

Romania 

252,15 

101,34 

19,70 

3,12 

14,32 

390,63 

140000,00 

0,28% 

Slovakia 

Slovenia 

73,33 

125,00 

0,00 

11,56 

0,00 

209,89 

72000,00 

0,29% 

604,67 

75,89 

0,00 

0,42 

5,92 

686,90 

53000,00 

1,30% 

Spain 

1829,99 

6040,00 

0,00  4381,38  1657,00 

13908,37 

1741000,00 

0,80% 

Sweden 

455,00 

1610,00 

0,00 

121,00 

150,84 

2336,84 

570000,00 

0,41% 

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United Kingdom 

658,36  14402,60 

0,00  2110,00 

0,00 

17170,96 

3525000,00 

0,49% 

Croatia 

Turkey 

1481,00 

39,37 

0,38 

12,32 

21,36 

1554,43 

59000,00 

2,63% 

1828,38 

1295,70 

0,00 

351,88 

6,24 

3482,20 

533000,00 

0,65% 

Total EU-15 

20832,15  56764,32  2053,70  8948,32  4436,26 

93034,75 

20246000,00 

0,46% 

Total EU-25 

26868,43  58399,49  2053,70  9164,20  4592,67 

101078,49 

21288000,00 

0,47% 

Total EU-27 

27260,56  58586,33  2074,04  9209,00  4610,41 

101740,34 

21469000,00 

0,47% 

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IMPLEMENTATION BY MODE AND SECTOR  

This section examines the main developments of the TEN-T modal networks (as outlined in Annex 
I of the guidelines Decision.) 

TEN-T ROAD NETWORK  

The  total  road  network  in  the  EU-27  comprised  more  than  4.8  million  km  of  motorways,  state 
roads, and provincial and local authority paved roads1. 

Road  traffic  in  2005  accounted  for  1,800  billion  tonne-km  (44,8%)  of  intra-EU-27  freight  traffic 
and for 5,250 billion passenger -km (83.5 % - 75.1% by passenger car and 8.4% by bus / coach) of 
intra-EU-27 passenger traffic2. 

•  Development of the TEN-T road network in the EU-27 

The total length of the current TEN-T roads, including ordinary roads yet to be upgraded, in EU27 
in 2005 was approx. 98,500 km.  

The  total  length  of  the  current  TEN-T  roads  composed  of  motorways  and  high-quality  roads  in 
EU27 in 2005 was approx. 70,200 km and is estimated to increase to 90,500 km in 2020. 

In 2005 about 70% of the existing TEN-T road consists of motorways and high-quality roads. The 
remaining roads are still to be constructed or upgraded to the general target of the Guidelines. In 
2005 about 28,300 km of the existing roads were still classified as ordinary roads. 

In  2004  and  2005  approximately  1,700  km  of  motorways  were  newly  constructed  or  adapted 
(upgraded from ordinary or high-quality road).Thus the quality development of the existing TEN-T 
road network continued. The growth of length of motorways between 1996 and 2020 is forecast to 
be almost 50% in the EU27. Further significant developments for the network are improvements in 
road  conditions  (capacity,  additional  lanes,  electronic  toll  collection,  emergency  and  incident 
management,  traveller  information  service,  etc.).  However,  these  kinds  of  development  do  not 
increase the length of the TEN-T roads or change the category of the link type (motorway, high-
quality road) of the section, but rather their quality. 

1 
2 

OP cit: 5 
OP cit: 5 

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10 0 0 0 0

9 0 0 0 0

8 0 0 0 0

70 0 0 0

6 0 0 0 0

50 0 0 0

4 0 0 0 0

3 0 0 0 0

2 0 0 0 0

10 0 0 0

0

ordinary road

high quality road

m otorw ay

Total

2003

30,287

21,153

46,473

97,912

2004

28,967

22,115

47,364

98,445

2005

28,317

22,002

48,186

98,505

Figure 1: Type of the TEN-T roads (in km) in EU27 in 2003, 2004 and 2005 

59.200

63.300

48.200

32.000

70000

60000

50000

40000

30000

20000

10000

0

1996

2005

2013

2020

Figure 1.1: Development of length of the TEN-T motorways (in km) in the EU-27 in 1996, 2005, 2013 and 2020. 

•  Investment in the TEN-T road network in the EU-27 

Total investment in the TEN-T road network in the EU-27 amounted to EUR 12.71 billion in 2004 
and  EUR  14.55  billion  in  2005  (a  total  of  EUR  27.26  billion  in  the  2004  –  2005  period).  In 
comparison with the investment in previous years the average annual roads investment increased in 
the 2004 – 2005 period. 

Most of the expenditures are related to upgrading motorways and high-quality roads, constructing 
new  4-lane  motorways,  or  upgrading  ordinary  roads  or  high-quality  roads  to  4-lane  motorways. 
Other measures included the construction of new links, upgrading of intersections, expansion of 4-
lane  motorways  to  6-lane  motorways,  electronic  toll  collection  measures  and  emergency  and 
incident management. 

The countries with the highest notified expenditures in the period 2004 – 2005 were France (EUR 
5.01  billion),  Italy  (EUR  2.88  billion),  Greece  (EUR  2.40  billion),  The  Netherlands  (EUR  2.04 

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billion),  Poland  (EUR  2.03  billion),  Spain  (EUR  1.83  billion),  Germany  (EUR  1.57  billion),  and 
Portugal (EUR 1.55 billion). 

5.000

4.500

4.000

3.500

3.000

2.500

2.000

1.500

1.000

500

0

FR

IT

EL

NL

PL

ES

DE

PT

CZ

HU

AT

UK

SI

IE

Figure 2: 
of the EU-27 in 2004 and 2005 in millions of EUR  

Investment in the TEN-T road network per country and mode for the first 14 countries having invested the most 

500,00

450,00

400,00

350,00

300,00

250,00

200,00

150,00

100,00

50,00

0,00

SE

FI

RO

LT

LV

DK

EE

BG

BE

SK

CY

LU

MT

Figure 3: 
2005 in millions of EUR  

Investment in the TEN-T road network per country and mode for remaining countries of the EU-27 in 2004 and 

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Illustrative examples of the progress in the implementation of the TEN-T road network in the EU-27 

The  following  examples  illustrate  the  progress  in  the  implementation  of  the  TEN-T  road  network  in  the 
2004-2005 period: 

-  In  France,  a  motorway  of  126  km  Rouen-Arconnay  was  completed  in  2005.  Total  cost  of  the  project  is 
about 800 million EUR. 

-  In  France  a  motorway  of  35  km,  the  "Millau  by-pass"  was  completed  in  2004  with  a  total  cost  of  311 
million EUR. 

-  In  Greece  a  new  motorway  Elefsina  –Spata  was  completed  in  2004.  The  motorway  constitutes  the  ring 
road of Athens has a total length of 61km and a total cost of 1.25 billion EUR. 

- In Greece, a new motorway section of the "Egnatia Road", Kozani- Klidi, was completed in 2004.It has a 
total length of 84 km and a total cost of almost 700million EUR.  

- In Spain, most of the sections of the "Autorouta de la Plata", crossing the country from the north (Gijon) to 
the south (Seville)have been completed or are under construction. The new motorway will connect with the 
most important transport axis connecting Spain and Portugal.  

- In Hungary a new 4-lane motorway Micolz-Emod was completed in 2004. It has a total length of 15 km 
and a total cost of almost150 million EUR. 

TEN-T RAILWAY NETWORK 

In 2005 railways accounted for 413 billion tonne-kilometres (10,3%) of intra-EU freight traffic; in 
the same year railways accounted for 374 billion person-km3 (6%) of intra-EU passenger traffic. 

•  Development of the TEN-T railway network in the EU-15 

In 2005 the TEN-T railway had a total length (conventional and high-speed lines) of about 97,600 
km. In accordance with decision 884/2004/EC the Member States have indicated that out of these 
existing railway lines about 14.000 km conventional lines are planned to be upgraded to high-speed 
lines.  The  development  of  completed  high-speed  lines,  new  and  upgraded,  progressed  in  2004  – 
2005, increasing the total length from 9,850 km in 1996 and 10,656 km in 2004 to 10,677 km in 
2005. 

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100,000

90,000

80,000

70,000

60,000

50,000

40,000

30,000

20,000

10,000

0

convential

high-speed

total

2003

87,189

10,216

97,405

2004

86,927

10,657

97,583

2005

86,927

10,678

97,604

Figure 4: 

Type of the TEN-T railways (high-speed lines and conventional lines in km) in EU27 in 2003, 2004 and 2005 

The quality development of the TEN-T rail network continued slowly but should in the future profit from 
various upgrading measures. The total length of the high-speed lines, which was about 10,600 km in 2005 

is expected to increase to almost 30,000km in 2020.  

29.600

19.000

9.800

10.700

30000

25000

20000

15000

10000

5000

0

1996

2005

2013

2020

Figure 4.1: Development of length of the TEN-T railway-network (in km) in the EU-27 in 1996, 2005, 2013 and 2020. 

•  Investment in the TEN-T railways network in the EU-27 

Total expenditures for the TEN-T railways in EU27 amounted to EUR 30.22 billion in 2004 and 
EUR 28.36 billion in 2005 (a total of EUR 58.58 billion in the period 2004 – 2005). In comparison, 
the expenditures made from 2002 to 2003 amounted to EUR 37.74 billion. The annual expenditures 
in railways thus increased significantly in the period 2004 – 2005. 

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The countries with the highest expenditures in the period 2004 – 2005 were United Kingdom (EUR 
14.4  billion),  Italy  (EUR  13.32  billion),  Germany  (EUR  6.99  billion),  Spain  (EUR  6.04  billion), 
The Netherlands (EUR 3.90 billion), France (EUR 3.27 billion) and Austria (EUR 2.59 billion). 

16.000

14.000

12.000

10.000

8.000

6.000

4.000

2.000

0

UK

IT

DE

ES

NL

FR

AT

BE

SE

EL

PT

FI

IE

HU

Figure 5:  Investment in the TEN-T rail network per country and mode for the first 14 countries having invested the most of the 
EU-27 in 2004 and 2005 in millions of EUR  

400,00

350,00

300,00

250,00

200,00

150,00

100,00

50,00

0,00

CZ

PL

DK

SK

LV

LT

RO

BG

EE

SI

LU

CY

MT

Figure 6:  Investment in the TEN-T rail network per country and mode for remaining countries of the EU-27 in 2004 and 2005 in 
millions of EUR  

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Illustrative examples of the progress of the TEN-T railways network in the EU 27 

- In Germany, the section Ludwigshafen-Saarbrücken has been upgraded to 160 km per hour (and in some 
sections to 200km/h). The project has been completed in 2004 with a total cost of 270 million EUR. 

- In Germany the sections Berlin-Leipzig-Halle and Nürnberg- Münich on the PP1 have been upgraded to a 
max speed of 200km/h (and in some sections 300km/h ). Total cost of the projects was almost 1.5 billion 
EUR  and  3.5  billion  EUR  respectively.  The  projects  were  almost  completed  by  the  end  of  2005  and 
commissioning has taken place in the spring 2006. 

-In Austria, works on the Linz main station have been completed in 2005, with a total cost of 125 million 
EUR. 

-  In  Spain,  the  tunnel  of  Guadarrama  on  the  HSL  Madrid-  Valladolid-  North/North-West  of  Spain  was 
completed in 2005. The tunnel consists of two tubes of 28.4 km each .It has a total cost of 1220 million EUR 
and was co-financed ( 85%) by the Cohesion Fund. 

-In Spain, the 481 km long HSL Madrid- Barcelona-Lleida entered into operation in October 2004.It is part 
of the line Madrid-Barcelona- French border that will connect with the French TGV. The total cost of the 
Spanish part is 11.25 billion EUR and is co-financed by the Cohesion Fund and the TEN-T programme. 

- In Romania the 92 km section Campina Bucharest on the PP22, was upgraded to max speed of 160 km/h. 
The project was completed in 2004.It is the first completed section on PP 22 in Romania. 

TEN-T INLAND WATERWAYS NETWORK 

•  Developments in the TEN-T inland waterways network in the EU-27 

Europe has around 29500 km navigable canals, rivers and lakes that are regularly used for transport.  

The countries having inland waterways belonging to the TEN-T inland waterways in the EU27 are Austria, 
Belgium, Bulgaria, Czech Republic, Finland, France, Germany, Hungary, Italy, Lithuania, Luxembourg, the 
Netherlands Poland, Portugal, Romania and Slovakia. 

Inland Waterways accounted for 138 tonnes –km (3,48% ) of intra-EU freight traffic in 2005 

The total length of the TEN-T inland waterways in EU27 was 14,900 km in 2005, of which 9,935 km (67%) 
were  classified  as  ECMT  class  V  and  higher.  The  main  axes  within  the  network  are  the  Rhine  and  the 
Danube. 

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16,000

14,000

12,000

10,000

8,000

6,000

4,000

2,000

0

ECMT III-

ECMT IV

ECMT V+

Total

2003

1,376

3,631

9,891

14,898

2004

1,376

3,587

9,935

14,898

2005

1,376

3,587

9,935

14,898

Figure 7: Development of type of TEN-T inland waterways (in km) in EU27 in 2003, 2004 and 2005 

The total length of inland waterways at ECMT class V or higher increased only slightly between 1996 and 
2005. But it is expected to increase to almost 11,500km by 2020 through major upgrading works. 

11.500

11.000

9.800

9.900

11500

11000

10500

10000

9500

9000

8500

1996

2005

2013

2020

Figure 7.1: Development of length of the TEN-T inland waterways network (in km) in the EU-27 in 1996, 2005, 2013 and 2020. 

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•  Investment in the TEN-T inland waterways network in the EU-27 

Total  expenditures  for  the  TEN-T  inland  waterways  in  EU27  amounted  to  EUR  1.03  billion  in  2004  and 
EUR 1.03 billion in 2005 (a total of EUR 2.07 billion in the period 2004 – 2005). 

The  country  with  the  highest  expenditures  in  the  period  2004  –  2005  was  by  far  Germany  (EUR  1.59 
billion), followed by the Netherlands (EUR 0.23 billion) and France (EUR 0.17 billion ).  

Most of the expenditures in the period 2004 – 2005 related to various upgrading measures, water regulation 
and improvement of locks. 

y

1.600

1.400

1.200

1.000

800

600

400

200

0

DE

NL

FR

BE

RO

AT

BG

Figure 8: 

Investment in the TEN-T inland waterway network in EU-27 per country in 2004 and 2005 in millions of EUR4 

Illustrative examples of the progress in the TEN-T inland waterways in EU- 27 

- In the Netherlands, modernisation of the Maasroute (phase 1) was carried out. The project was undertaken 
between 1995 and 2005 and had a budget of EUR 71 million. 

- In the Netherlands, the renovation of the North Sea locks was carried out between 2000 and 2005 and had 
a budget of EUR 229 million. 

-  In  Romania,  works  for  the  band  protection  in  the  Danube  delta,  of  a  total  budget  of  EUR  104  million 
started in 1996 and were completed in 2004. 

4 

out of the 27 Member States 11 don’t have IWW and 9 MS didn’t report investments on IWW; thus only 7 MS reported 
investments on IWW 

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TEN-T PORTS 
•  Development of the TEN-T ports in the EU-275 

Decision No. 1346/2001/EC, amending the Guidelines adopted in 1996 as regards seaports, inland 
ports and intermodal terminals, as well as project No. 8 in Annex III, was adopted by the European 
Parliament and the Council on 22 May 2001. The Decision includes a more focused definition of 
ports and projects of common interest related to them. 

The  Decision  states  that  interconnection  points,  including  seaports,  inland  ports  and  intermodal 
terminals, are a pre-condition for the integration of the different transport modes in a multimodal 
network. 

For the EU-27, the modal split of maritime transport was 38.1% (1,530 billion tonne-km) in intra-
EU freight traffic6 in 2005. 

Inland ports are part of the network, in particular as points of interconnection between the inland 
waterways referred to above and other modes of transport. The network includes inland ports open 
to commercial traffic, located on the network of inland waterways, interconnected with other trans-
European transport routes as equipped with transhipment facilities for intermodal transport or with 
an annual freight traffic volume of at least 500,000 tons. 

Seaports in the trans-European transport network are classified into categories A, B and C. These 
are defined on the basis of quantitative criteria (annual traffic volumes of freight or passengers) or 
their  location  on  islands,  or  in  peripheral  or  outermost  regions.  Only  those  ports  in  the  highest 
category (category A) by volume of traffic are shown in the maps of the Decision7. 

The  TEN-T  ports  comprise  of  407  ports  (seaports  of  category  A  and  inland  ports).  Apart  from 
seaports of category A, there are also13 ports of category B and 20 ports of category C.  

5 

6 
7 

Note: In a majority of ports, the port services are provided by private operators. Therefore, information is rarely available 
centrally,  and  the  information  that  is  available  is  often  incomplete  or  lacks  homogeneity.  Detailed  information  is  only 
available in a limited number of cases. 
OP cit: 5 
Category A international seaports: ports with a total annual traffic volume of not less than 1.5 million tonnes of freight or 
200,000 passengers which (unless impossible) are connected with the overland elements of the trans-European transport 
network and therefore play a major role in international maritime transport. 
Category B Community seaports: ports with a total annual traffic volume of not less than .0.5 million tonnes of freight or 
between 100,000  and 199,999  passengers, which  are  connected (unless  impossible), with  the overland elements  of  the 
trans-European  transport  network  and  are  equipped  with  the  necessary  transhipment  facilities  for  short-distance  sea 
shipping. 
Category C regional ports: these ports do not meet the criteria of categories A and B but are situated in island, peripheral 
or  outermost  regions,  interconnecting  such  regions  by  sea  and/or  connecting  them  with  the  central  regions  of  the 
Community. 

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The table below shows the numbers and types of TEN-T ports in EU27 as included in the project 
database. For a number of ports no information is available. 

Country 

Inland ports 

Inland/Maritime 
port 

Seaports 
(class A) 

Total 

Austria 

Belgium 

Bulgaria 

Cyprus 

Czech Republic 

Denmark 

Estonia 

Finland 

France 

Germany 

Greece 

Hungary 

Ireland 

Italy 

Latvia 

Lithuania 

Luxemburg 

Malta 

Netherlands 

Poland 

Portugal 

Romania 

Slovakia 

4 

14 

8 

11 

1 

10 

45 

7 

1 

9 

8 

2 

3 

4 

3 

7 

1 

5 

1 

2 

2 

14 

5 

18 

22 

12 

17 

6 

36 

3 

1 

2 

2 

4 

6 

4 

18 

10 

2 

11 

14 

5 

19 

36 

60 

17 

7 

6 

36 

3 

1 

1 

2 

18 

4 

7 

13 

2 

EN 

15 

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Slovenia 

Spain 

Sweden 

United Kingdom 

1 

40 

25 

45 

1 

40 

25 

45 

Total EU-27 

120 

23 

264 

407 

Table 2: Numbers and types of TEN-T ports in EU27  

Particular  care  has  been  taken  to  foster  the  improvement  of  connections  with  the  TEN-T  land  networks, 
including  logistic  platforms  associated  with  ports  and  the  construction  of  new  port  infrastructures,  thus 
advancing along the lines as defined in the guidelines.  

Around 52% of the seaports, 86% of the maritime/inland ports and 63% of the inland ports notified to have 
intermodal transhipment facilities in 2005. 

Around 50% of the seaports, 70% of the maritime/inland ports and 60% of the inland ports had a connection 
to the TEN-T railway network. 

The  situation  is  not  expected  to  change  significantly  in  the  period  to  2020.  Ports  intend  to  improve  this 
situation  between  now  and  2020;  however,  a  long-term  strategy  concerning  ports  development  was  rarely 
available. 

•  Investments in TEN-T ports in the Member States 

Total expenditures in TEN-T ports in the EU27 amounted to EUR 2.08 billion in 2004 and EUR 
2.53 billion in 2005 (a total of EUR 4.61 billion in the period 2004 – 2005). 

The  countries  with  the  highest  expenditures  in  the  period  2004  –  2005  were  Spain  (EUR  1.66 
billion), France (EUR 0.59 billion), Belgium (EUR 0.41 billion), Italy (EUR 0.37billion), Finland 
(EUR  0.33  billion),  Germany  (EUR  0.31  billion),  the  Netherlands  (0.29  billion),  Denmark  (EUR 
0.19 billion) and Sweden (EUR 0.15 billion). 

1.800

1.600

1.400

1.200

1.000

800

600

400

200

0

ES

FR

BE

IT

FI

DE

NL

DK

SE

PT

EE

LV

AT

EN 

16 

   EN 

 
 
 
 
 
 
 
 
 
 
Figure 9: 
EU-27 in 2004 and 2005 in millions of EUR  

Investment in the TEN-T ports per country and mode for the first 14 countries having invested the most of the 

18,00

16,00

14,00

12,00

10,00

8,00

6,00

4,00

2,00

0,00

MT

RO

SI

CZ

BG

CY

UK

EL

PL

HU

IE

LT

SK

LU

Figure 10: 
millions of EUR  

Investment in the TEN-T ports per country and mode for remaining countries of the EU-27 in 2004 and 2005 in 

Illustrative examples of the progress in the implementation of the TEN-T ports in the EU 27 

- In Finland, a project of a total cost of EUR 145 million to upgrade the connections of the port in Vuosaari, 
near Helsinki have been completed in 2005. 

-  In  Finland,  works  to  upgrade  the  port  of  Kotka  (  in  the  south  of  Finland,  east  of  Helsinki  )  have  been 
implemented in the 2004-05 period. The total cost was EUR 65 million. 

-  In  the  Netherlands,  in  the  port  of  Rotterdam,  works  to  improve  infrastructure  and  mobility  have  been 
completed in 2005. The total cost was EUR 470 million. 

- In Belgium, works to upgrade infrastructure in the port of Antwerp of a total cost of EUR 280 million have 
been implemented in 2004-2005. 

TEN-T AIRPORTS 
•  Development of TEN-T airports in the EU-278 

Intra-EU and domestic air transport in the EU27 accounted for 526 billion person-km in 2005. This 
is  8.1%  of  total  intra-EU  passenger  transport  and  an  increase  of  57%  since  1995.  In  comparison, 
overall passenger transport in the same period increased by 18%9. 

The TEN-T airports consist of airports of common interest that are situated within the territory of 
the Union and are open to commercial air traffic. Airports are classified differently according to the 
volume  and  type  of  traffic  they  handle  and  according  to  their  function  within  the  network.  They 

8 

9 

Due to liberalisation and privatisation, most major airports are in private hands and managed accordingly. Therefore, it 
was often difficult to obtain information, as data are rarely centralised by national authorities. 
OP cit: 5 

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17 

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should  allow  for  the  development  of  air  links  and  the  interconnection  of  air  transport  and  other 
modes of transport. 

The International Connecting Points and the Community Connecting Points constitute the core of 
the trans-European airport network. Links between the Community and the rest of the world mainly 
run via the international connecting points. The Community connecting points essentially provide 
links within the Community, while extra-Community services still account for a small proportion of 
their  business.  Regional  connecting  points  and  accessibility  points  facilitate  access  to  the  core  of 
the network or help to open up peripheral and isolated regions. 

Around  57%  of  the  international  system  airports,  28%  of  the  international  airports  and  15%  of  the 
Community and Community system airports had a connection to the TEN-T railway network in 2005. This 
is a slight increase compared to 1996. Only 3% of the national and regional airports had a connection to the 
TEN-T railways network. 

The  TEN-T  airports  comprise  of  407  airports,  including  71  international,  78  community  and  258 
regional airports in 2005.  

EN 

18 

   EN 

 
Country 

Community 

International 

Regional 

Total 

1 

1 

1 

1 

1 

1 

8 

9 

6 

1 

5 

1 

1 

8 

Austria 

Belgium 

Bulgaria 

Cyprus 

Czech Republic 

Denmark 

Estonia 

Finland 

France 

Germany 

Greece 

Hungary 

Ireland 

Italy 

Latvia 

Lithuania 

Luxemburg 

Malta 

Netherlands 

Poland 

Portugal 

Romania 

Slovakia 

Slovenia 

1 

1 

1 

1 

2 

1 

1 

10 

8 

1 

1 

2 

14 

1 

1 

1 

1 

1 

3 

1 

1 

1 

1 

4 

2 

4 

2 

7 

4 

21 

35 

9 

30 

2 

9 

18 

3 

2 

3 

4 

7 

9 

2 

2 

6 

4 

5 

2 

3 

10 

5 

23 

53 

26 

37 

3 

12 

37 

4 

3 

1 

1 

5 

8 

16 

10 

3 

3 

EN 

19 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
Spain 

Sweden 

United Kingdom 

Total EU-27 

7 

5 

10 

78 

14 

1 

11 

71 

23 

37 

19 

44 

43 

40 

258 

407 

Table 3: Numbers and types of TEN-T airports in EU27  

•  Investments in TEN-T airports in the EU-2710 

The total reported expenditures in TEN-T airports in the EU27 amount to EUR 4.37 billion in 2004 
and EUR 4.84 billion in 2005 (a total of EUR 9.21 billion in the period 2004 – 2005).  

The  countries  with  the  highest  reported  expenditures  in  the  period  2004  –  2005  are  Spain  (EUR 
4.38 billion), United Kingdom (EUR 2.11 billion), Austria (EUR 0.34 billion), and Portugal (EUR 
0.29 billion). 

4.500

4.000

3.500

3.000

2.500

2.000

1.500

1.000

500

0

ES

UK

IT

AT

PT

PL

NL

SE

EL

FR

LU

EE

BE

BG

Figure 11: 
most of the EU-27 in 2004 and 2005 in millions of EUR  

Investment  in  the  TEN-T  airports  per  country  for  the  first  14  countries  having  invested  the 

10 

Due  to  the  fact  that  many  airports  now  have  private  managements,  there  are  some  uncertainties  as  to  the  investment 
figures,  as  investment  data  are  rarely  centralised  by  national  authorities  and  are  difficult  to  obtain  from  the  individual 
airports. Long-term strategies as to the development of airports were rarely available, as well. 

EN 

20 

   EN 

 
 
                                                 
12,00

10,00

8,00

6,00

4,00

2,00

0,00

SK

LT

CY

DE

RO

MT

LV

SI

CZ

HU

FI

IE

DK

Figure 12: 
and 2005 in millions of EUR  

Investment in the TEN-T airports per country for remaining countries of the EU-27 in 2004 

Most  of  the  total  investment  related  to  International  Connecting  airports.  The  largest  part  of  the 
investments was funded by private sources, as most of the major airports are privately owned. 

EN 

21 

   EN 

 
 
Illustrative examples of the progress in the implementation of the TEN-T airports in the EU-
27 

-  In  Spain,  the  new  terminal  of  the  Barajas  airport  in  Madrid  has  been  in  operation  since  5/02/2006.  It  is 
doubling the capacity of the airport to 70 million passengers / year. The new terminal is connected to Madrid 
and to the Spanish HSRail with a modern Metro line. Total cost of the project was EUR 6 billion. 

- In Spain, important upgrading works and the new runway 7R have been implemented 1n 2003-2005. The 
total cost of the various projects was almost EUR 500 million. 

- In the Netherlands, the extension of the "Terminal West" of the Schiphol airport, of a total cost of EUR 95 
million, was completed in 2005.  

- In Bulgaria, works in the new terminal of the Sofia airport were well advanced in 2005. The project was 
financed by the ISPA Fund. The terminal entered in operation in 2006. 

Combined transport network 

Progress  reported  in  other  modes  of  transport  often  includes  extension  or  upgrading  works 
contributing to the development of combined transport. 

Illustrative  example  of  developments  of  combined  transport  and  terminals  is  the  new  combined 
transport  terminal  in  Rostock  of  a  total  cost  of  EUR  33  million  that  received  financial  assistance 
from  the  TEN-T  budget  of  EUR  2  million.  The  total  capacity  of  the  terminal  will  be 
150000units/year. The 1st phase of the project including 2 rail lines is completed in 2005. 

MOTORWAYS OF THE SEA 

Four  motorways  of  the  sea  corridors  have  been  identified  for  support  across  the  EU.  On  these 
corridors, projects will help to concentrate flows of freight on sea routes, with the aim of reducing 
road congestion and/or improving access to peripheral and island regions and Member States. The 
network  will  include  facilities  and  infrastructure  concerning  at  least  two  ports  in  two  different 
Member  States,  primarily  use  for  freight  transport,  although  motorways  of  the  sea  should  not 
exclude combined transport of persons and goods. 

The projects may also include activities with wider benefits not linked to specific ports, such as ice 
breaking,  dredging,  information  systems.  However  such  projects  have  to  demonstrate  that  they 
relate to the network and fulfil the general objectives of motorways of the sea: modal shift and/or 
cohesion.. 

Actually  four  corridors  have  been  agreed,  on  which  motorways  of  the  sea  projects  will  be 
implemented up to 2010: 

Motorway of the Baltic Sea 

Motorway of the sea of western Europe 

Motorway of the sea of south-east Europe 

Motorway of the sea of south-west Europe 

TRAFFIC MANAGEMENT AND NAVIGATION SYSTEMS 

•  Intelligent Transport Systems (ITS) in the TEN-T 

In  2001,  the  European  Commission's  Multi-Annual  Indicative  Programme  (MIP)  (Decision  C(2001)  2654 
final) was launched. The MIP grants Community financial aid to projects of common interest in the area of 
the TEN-T network for the 2001 – 2006 period. Six projects of common interest, each with separate works 

EN 

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and  studies  actions,  covering  four  principal  technical  domains:  Road  Monitoring  Infrastructure,  European 
Network  of  Traffic  Centres,  Traffic  Management  and  Control,  and  Traveller  Information  Centres,  were 
initiated in 2001. The individual projects have also worked together on issues of common interest, including 
Evaluation/Impact Assessment, Data exchange techniques, and have considered deployment in corridors as a 
multi-project task.  

The MIP includes a total amount of EUR 2,781 million for the ITS programme. Of this, 47.07% is allocated 
to the priority projects, 19.78% to the trans-European satellite navigation system Galileo, and 6.9% (EUR 
192  million)  to  the  six  ITS  projects  in  the  road  sector:  ARTS,  CENTRICO,  CORVETTE,  SERTI, 
STREETWISE and VIKING. 

In  May  2004  a  new  Euro-regional  project,  CONNECT  (Co-ordination  and  stimulation  of  innovative  ITS 
activities  in  Central  and  Eastern  European  countries)  has  been  started  up.  CONNECT  is  a  co-operation 
between  public  authorities,  road  administrations  and  traffic  information  service  providers  from  Austria, 
Czech Republic, Germany, Hungary, Italy, Poland, Slovakia and Slovenia. 

A Directive(2004/52) on the interoperability of electronic fee collection has been adopted by the European 
Parliament and the Council. 

European Rail Traffic Management System (ERTMS) 

ERTMS  is  a  project  to  implement  a  common  European  speed  control  and  signalling  system  across  key 
freight and high-speed corridors - and ultimately the wider rail network. ERTMS will replace often obsolete 
national  system  and  it  will  allow  for  improved  interoperability.  It  is  one  step  in  improving  the 
competitiveness of the European railways. ERTMS is a tool to establish an integrated and intelligent railway 
transport system in Europe. 

ERTMS is composed of two distinct features: 

–  GSM-R,  based  on  GSM  technology,  but  using  radio  frequencies  specific  to  the  railways,  to 

exchange information (voice and data) between trackside and on-board and  

–  ETCS (European Train Control System), in which a train-based computer controls the speed of 
the  train  in  relation  to  the  operational  characteristics  of  the  track.  Specifically,  it  manages  the 
maximum allowed speed. 

In 2004 the first high speed line operating with ERTMS (Roma-Napoli) was opened. In 2005 lines opened in 
also in Luxemburg, Spain and Italy.  

On  17  March  2005  a  "Memorandum  of  Understanding  (MoU)  establishing  the  basic  principles  for  the 
definition  of  an  EU  deployment  strategy  for  ERTMS"  was  signed  between  the  Commission  and  the 
European railway associations (CER, EIM, UIC, UNIFE). The main objective of the MoU is to migrate a 
significant proportion of the trans-European network to ERTMS within a 10-12 year timeframe. 

The Commission appointed on 20 July 2005 six European coordinators for specific priority projects in the 
trans-European  transport  network  and  entrusted  Mr  Karel  Vinck  with  coordinating  the  ERTMS 
implementation. 

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•  Air Traffic Management (ATM) 

The TEN-T Guidelines in the area of ATM are designed to facilitate and accelerate implementing 
measures to increase the capacity and safety of the European ATM system and to ensure optimum 
use of available Air Traffic Control resources.  

The current system is composed of different national systems. This causes delays, safety issues and 
higher  operational  costs.  Community  support  has  focused  on  two  main  streams  of  activities: 
upgrading the current system and facilitating the development of the future European system. 

Improved  air  traffic  and  aircraft  positioning  and  communication  technologies  offer  opportunities 
for  significant  improvements  in  the  efficiency  and  safety  of  air  travel.  It  responds  to  the  need  to 
conceive developments in air traffic management as a building block for the Community transport 
policy, as also enshrined in the White Paper of 27 November 2001. 

The  Commission  has  developed  a  legislative  package  on  the  Single  European  Sky.  The  Single 
European Sky is an ambitious initiative to reform the architecture of European air traffic control to 
meet future capacity and safety needs. 

The  objectives  of  the  legislation  are  to  improve  and  reinforce  safety,  to  restructure  European 
airspace with air traffic flows in mind rather than national borders, to create additional capacity and 
to increase the overall efficiency of the air traffic management system (ATM). 

This  can  be  achieved  by  creating  a  more  effective  and  integrated  air  traffic  management 
architecture and by ensuring that this architecture is based on demand driven service provision.  

The legislation will enhance cross-border co-ordination, remove administrative and organisational 
bottlenecks in the area of decision-making and enhance enforcement in ATM. 

The  legislative  package  was  adopted  in  2004  and  comprises  of  four  regulations  covering  the 
essential elements for a seamless European Air Traffic Management System. 

The TEN-T programme provides an important financial instrument to support the achievement of 
Single  European  Sky  objectives  through  the  implementation  of  an  efficient  trans-European 
network,  encompassing  ATM  national  systems  and  in  particular  promoting  interoperability, 
interconnection and technical advances. 

•  Global Navigation Satellite System (GNSS) 

Recognising  the  strategic  importance  of  satellite  navigation  and  its  potential  applications,  Europe 
has decided to develop its own GNSS capability in a two-step approach. 

•  GNSS-1: EGNOS 

The  European  Geostationary  Navigation  Overlay  Service  (EGNOS)  is  the  first  step  of  Europe 
towards satellite navigation. It is being developed by ESA under a tripartite agreement between the 
Commission, Eurocontrol and European Space Agency (ESA). Several air traffic service providers 
are  supporting  the  development  programme  with  their  own  investments.  The  agreement  was 
approved by the Council of the European Union on 18 June 1998. 

EGNOS  is  one  of  the  projects  selected  for  the  trans-European  networks  (TENs).  It  receives  an 
amount of EUR 116.4 million (around 33% of the total cost) from European Community funding. 
In  addition  to  financial  contributions  from  the  European  Community  and  the  ESA,  public 
administrations and corporate members from the civil aviation sector have provided some EUR 100 
million for the development of EGNOS. 

•  GNSS-2: Galileo 

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The  second  step  is  the  Galileo  programme  and  the  actual  launch  of  a  new  constellation  of  radio 
navigation satellites. 

Galileo  provides  a  highly  accurate,  guaranteed  global  positioning  service  under  civilian  control. 
While providing autonomous navigation and positioning services, Galileo will at the same time be 
interoperable  with  GPS  and  GLONASS,  the  two  other  global  satellite  navigation  systems.  By 
offering  dual  frequencies  as  standard,  however,  GALILEO  will  deliver  real-time  positioning 
accuracy down to the metre range, which is unprecedented for a publicly available system.  

It will guarantee availability of the service under all but the most extreme circumstances and will 
inform users within seconds of a failure of any satellite. This will make it suitable for applications 
where safety is crucial, such as running trains, guiding cars and landing aircraft. The fully deployed 
Galileo system will consist of 30 satellites and the associated ground infrastructure.  

The  GALILEO  programme  comprises  the  phases  definition  of  the  system,  development  of  the 
system and deployment and commercial operation. 

To  ensure  a  single  management  and  financing  structure  for  the  development  phase  of  the 
programme,  the  Commission  has  proposed  to  set  up  a  Joint  Undertaking,  which  should  be 
composed of the European Commission and the European Space Agency.  

On March 2002, the EU reached an agreement over the legal entity and the financing of the Galileo 
satellite. 

The definition phase of EUR 80 million was funded from the Community budget. For an amount of 
EUR 1.5 billion the envelopment and validation phase  (2001 – 2005) will be  funded  from public 
subsidies,  50%  from  the  Community  budget  and  50%  from  the  European  Space  Agency,  plus  an 
extra EUR 200 million from the private sector.  

The overall cost of the Galileo deployment phase and Egnos exploitation phase over the period 2007-2013 is 
3.4  billion  euros.  The  European  Commission  will  be  responsible  for  the  management  of  the  programmes. 
Procurement  tasks  of  the  Galileo  infrastructure  will  be  delegated  to  the  European  Space  Agency.  The 
ownership of the systems will be with the European Community. 

PART 2 

HORIZONTAL ISSUES 

•  Interoperability 

One of the main objectives of TEN-T is the interoperability of national networks.  

Interoperability of the rail networks should integrate the national conventional and high-speed rail 
systems in order to make international services more competitive. 

Greater  interoperability,  i.e.  the  capacity  for  trains  to  cross  national  frontiers  without  the  need  to 
stop or harmonise technical differences, significantly enhances transport performance and reduces 
operational costs. 

In  order  to  achieve  these  objectives,  the  Community  has  taken  measures  to  ensure  the 
interoperability of the networks, particularly in the field of technical standardisation.  

An  initial  measure  in  the  rail  sector  was  taken  by  the  Council  on  23  July  1996  when  it  adopted 
Directive 96/48/EC on the interoperability of the trans-European high-speed rail system. 

On the basis of the experience gained with in the field of the high speed railways system, the EU, 
on  
19  March  2001,  adopted  Directive  2001/16/EC  on  the  interoperability  of  the  conventional  rail 

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system adopted like the one on the high-speed system, introduced Community procedures for the 
preparation  and  adoption  of  TSIs  and  common  rules  for  assessing  conformity  to  these 
specifications.  

In  order  to  achieve  the  objectives  of  these  directives,  technical  specifications  for  interoperability 
(TSIs) were drawn up by the European Association for Railway Interoperability (AEIF) which acts 
as  the  joint  representative  body  defined  in  the  Directive,  bringing  together  representatives  of  the 
infrastructure managers, railway companies and industry.  

In parallel a programme to develop the corresponding European standards was launched in 1998 for 
high  speed  and  in  2003  for  conventional  rail,  which  are  regularly  updated  to  reflect  the  work  on 
TSIs.  
In  2002  the  Commission  adopted  a  1st  series  if  TSIs  for  high  speed  railway  system  concerning 
infrastructure,  rolling  stock,  energy,  command  and  control  and  signalling,  operation  and 
maintenance, which allowed from 2002 onwards, to built new high-speed lines and upgraded lines 
according to the new interoperable standards. 

Both the high-speed Directive and the conventional rail Directive have a three-level structure: the 
Directive itself identifies the essential requirements for interoperability which need to be met by the 
system,  the  Technical  Specifications  for  Interoperability  (TSI)  and  the  European  specifications, 
especially  the  European  harmonised  standards  prepared  by  the  European  standardisation  bodies 
CEN, Cenelec and ETSI which allows product to be put on the market. 

In  order  to  pursue  the  efforts  to  establish  a  common  railway  market  and  to  improve  the  level  of 
safety  of  the  European  railways,  the  EU  adopted  in  2004  the  “Second  Railway  package”  which 
consists of the following elements 

Directive 2004/50/EC clarifies certain aspects in both interoperability directives, in particular with 
regard  to  the  status  of  European  specifications  and  harmonised  standards,  the  homologation 
procedures and the programme for developing TSIs. 

Directive 2004/49/EC on railway safety establishes a common regulatory framework for safety and 
asks each MS to establish a national safety authority to deal with safety rules and the supervision 
and the delivery of  safety certificates to railway undertakings. It provides for the development of 
common safety indicators, targets and methods which are the basis for a common understanding of 
the  European  railway  system.  It  also  requires  the  establishment  of  an  independent  accident 
investigation body. 

Regulation 881/2004 creates the European railway agency to prepare the technical specifications of 
interoperability  and  the  common  safety  instruments.  This  agency  will  give  opinions  and 
recommendations to the Commission and the MS. 

•  Research and development 

Research and development is one of the broad lines of measures covered by the TEN-T guidelines.  

Under the Fifth Framework Programme (1998 – 2002) and Sixth Framework Programme (2002 – 
2006) for research, technological development and demonstration, several key actions of individual, 
specific  programmes,  such  as  sustainable  mobility  and  intermodality,  land  transport  and  marine 
technologies, efficient energy systems, and services for the citizen were initiated. 

The theme Sustainable surface transport, which falls under priority Sustainable development, global 
change and ecosystems of the Sixth Framework Programme, aims at environmentally friendly and 
competitive transport systems and means of transport, new technologies and concepts for all surface 
transport  modes  (road,  rail,  waterborne),  advanced  design  and  production  techniques,  safer,  more 

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effective and competitive rail and maritime transport, rebalancing and integrating different transport 
modes, and increasing road, rail and waterborne safety and avoiding traffic congestion. 

•  Environmental protection 

Sustainable  environmental  development  and  protection  is  an  important  cross-cutting  issue,  highly 
relevant for the development of the TEN-T but also for the different horizontal issues. 

Transport  accounts  for  20%  of  the  Union’s  emissions  of  greenhouse  gases  and  29%  of  CO2 
emissions.  The  White  Paper  pointed  out  that  in  the  EU  “some  7,500  km,  i.e.  10%  of  the  TEN-T 
road network, is affected daily by traffic jams”. The Paper also foresaw an annual growth rate in the 
EU of 1.8% for passenger transport and 2.8% for freight transport, leading to an overall increase of 
24% in passenger transport and 38% in freight traffic between 1998 and 2010.  

International  commitments,  standards  and 
environmental issues relating to transport. 

recommendations  already  exist 

for  various 

The impact of transport infrastructure on the global and local environment and their related effects 
may seriously affect human health, climate change, biodiversity, limited natural resources, etc.  

Sustainable  environmental  development  and  protection  is  an  important  cross-cutting  issue,  highly 
relevant for the development of the TEN-T but also for the different horizontal issues. 

The  environment  and  sustainable  development  should  be  integrated  into  transport  policy,  as 
outlined  in  the  White  Paper  on  Common  Transport  Policy  (Com  (2001)  370),  the  Sixth 
Environment  Action  Programme  (COM  (2001)  31),  and  the  Sustainable  Development  Strategy 
(SDS), adopted by the European Council in Gothenburg in June 2001.  

It  is  essential  to  accurately  assess  the  environmental  impacts  of  transport  infrastructure  activities 
already at the initial planning stage e.g. air quality, noise, greenhouse gas emissions, fragmentation 
of  habitats,  and  loss  of  biodiversity  and  water  resources.  If  identified  early  in  the  process, 
environmental control mechanisms can then be more easily developed relating to the construction 
and  operation  of  the  new  transport  infrastructure  projects.  In  that  context,  promoting  alternative 
modes  of  transport  to  road  is  also  an  important  policy  option  to  be  considered.  Since  1999  the 
standard application form for TEN-T projects has included a specific declaration by the authority 
responsible for monitoring Natura 2000 sites, within the Annex on conformity with environmental 
legislation. This facilitates internal procedures within Member States, thus ensuring the conformity 
of  TEN-T  projects  with  Natura  2000  and  in  particular  with  the  site  protection  requirements  of 
Article 6 of the Habitats Directive. The Annex on conformity with environmental legislation also 
covers  environmental  impact  assessment  (Directive  85/337/EEC  as  amended  by  Directive 
97/11/EC). 

Legal Provisions on strategic environmental assessment (SEA) requiring Member States to identify, 
describe  and  evaluate  the  environmental  effect  of  certain  plans  and  programmes  on  the 
environment,  were  adopted  in  the  Community  by  the  Directive  2001/42/EC.  The  Member  States 
should have transposed this Directive into national law by July 2004.  

PART 3 

GENERAL ASSESSMENT OF TEN-T IMPLEMENTATION IN THE 2004 – 2005 PERIOD 

TEN-T POLICY  

With  the  establishment  of  the  first  guidelines,  the  Decision  No.  1692/96/EC  the  Union  has  identified 
projects of common interest, and aimed at integrating national networks and different modes of transport. A 

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27 

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further goal was to linking peripheral regions of the European Union to the centre, and improving safety and 
efficiency of the networks. The time horizon of these guidelines was 2010. 

A further step was made in May 2001 when the European Parliament and the Council adopted Decision No. 
1346/2001/EC,  which  amends  the  TEN-T  guidelines  as  regards  seaports,  inland  ports  and  intermodal 
terminals.  It  also  specifies  the  criteria  of  projects  of  common  interest  in  relation  to  these  infrastructures. 
With this amendment, the multimodal dimension of the network is emphasised, as seaports and inland ports 
have become a full part of the network. 

As a follow-up to the Gothenburg European Council of June 2001, which called for greater priority for rail, 
inland  waterways,  short-sea  shipping,  intermodal  transport  and  the  corresponding  connections,  the 
Commission  proposed  a  revision  of  the  guidelines  for  the  trans-European  network  in  October  2003, 
accompanied by an assessment of the impact of the measures proposed.  

Freight railways traffic has continued to loose relevance within the modal split. It has being losing traffic in 
absolute terms since 2000; though the trend seems to be changing since 2003. Short Sea Shipping statistics 
show after some years of strong growth, two years of lower growth in 2001 and 2002, followed by a new 
increase of rate in 2003. In the inland navigation transport particular progress can be observed in container 
transport  by  inland  navigation,  where  important  growth  rates  over  the  past  decade  have  at  least  been 
equivalent to those of road transport. 

Figure 13: Freight transport growth by mode 1995-2006 (1995=100) in the EU 2711 

In April 2004, the European Parliament and the Council adopted Decision No. 884/2004/EC of the European 
Parliament  and  the  Council,  amending  Decision  No.  1692/96/EC  on  Community  guidelines  for  the 
development of the trans-European transport network with a time horizon of 2020.  

In Annex III to Decision No 1692/96/EC a list of priority projects is presented where future funding should 
be concentrated. For the identification of these projects a methodology was used which was based on criteria 
which include, in particular, their potential economic viability, the degree of commitment on the part of the 
Member States concerned to keeping to a timetable agreed in advance in the programming of projects, their 
impact  on  the  mobility  of  goods  and  persons  between  Member  States,  and  their  impact  on  cohesion  and 
sustainable development. 

11 

OP cit: 5 

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28 

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In order to facilitate the coordinated implementation of certain projects, in particular cross-border projects or 
sections  of  cross-border  projects  included  among  the  projects  declared  to  be  of  European  interest,  the 
Commission  designated,  in  agreement  with  the  Member  States  concerned,  and  after  having  consulted  the 
European Parliament persons called "European Coordinator". The European Coordinator acts in the name of 
and on behalf of the Commission.  
On  21  April  2004  Decision  No  807/2004/EC12  was  adopted  by  the  European  Parliament  and  the  Council, 
amending Council Regulation (EC) No 2236/95 laying down general rules for the granting of Community 
financial aid in the field of trans-European networks. The Commissions’ proposed increase of the maximum 
rate of Community support, in exceptional cases, from 10% to 20 % was accepted.  

An exception can be made for projects concerning satellite positioning and navigation systems and sections 
of the projects of European interest identified in Annex III to Decision No 1692/96/EC, provided that these 
projects are started before 2010, with the aim of eliminating bottlenecks and/or filling in missing sections, if 
such sections are cross border or cross natural barrier, and contribute to the integration of the internal market 
in  an  enlarged  Community,  promote  safety,  ensure  the  interoperability  of  the  national  networks  and/or 
strongly  contribute  to  the  reduction  of  imbalances  between  modes  of  transport,  in  favour  of  the  most 
environment-friendly modes. 

GENERAL ASSESSMENT OF THE EU-27 

The  total  investment  in  the  TEN-T  network  in the  EU-27  amounted,  as  already  mentioned  in  the 
main  report,  EUR  101.74  billion  in  the  year  2004  and  2005.  The  countries  with  the  highest 
investments  in  the  2004  –  2005  period  are  Italy  (EUR  17.89  billion),  UK  (EUR  17.17  billion), 
Spain  (EUR  13.91  billion),  Germany  (EUR  10.46  billion),  France  (  EUR  9.1  billion  )  and  the 
Netherlands (EUR 6.58 billion). 

In terms of mode, the investment in the 2004 – 2005 period focused on railways (57%), followed 
by roads (27%), airports (9%), ports (5%) and inland waterways (2%). This distribution shows an 
increase in investment for rail and a relative decrease in investment for roads, compared to the 2002 
– 2003 period.  

12 

Regulation  (EC)  No  807/2004  of  the  European  Parliament  and  of  the  Council  of  21  April  2004  amending  Council 
Regulation (EC) No 2236/95 laying down general rules for the granting of Community financial aid in the field of trans-
European networks 

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29 

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18.000

16.000

14.000

12.000

10.000

8.000

6.000

4.000

2.000

0

IT

UK

ES

DE

FR

NL

AT

EL

PT

BE

PL

SE

CZ

HU

Road

Railway

IWW

Airport

Port

Figure 14: 
invested the most of the EU-27 in 2004 and 2005 in millions of EUR 

Investment  in  the  TEN-T  network  per  country  and  mode  for  the  first  14  countries  having 

1.200

1.000

800

600

400

200

0

FI

IE

SI

DK

RO

EE

LV

LT

BG

SK

LU

CY

MT

Road

Railway

IWW

Airport

Port

Figure 15: 
EU-27 in 2004 and 2005 in millions of EUR 

Investment in  the  TEN-T network per country  and  mode  for  the  remainder  countries  of  the 

On average the EU-27 countries devoted 0.47% of GDP on TEN-T infrastructure in the 2004 and 
2005 period; in the 2002 and 2003 period it was an average of 0.43% of their GDP for the TEN-T 
network; the countries with the highest average were Estonia (1.86%), Latvia (1.36%) and Slovenia 
(1.30%) measured in GDP percentage followed by Hungary (1.08%). One can observe that the first 
countries  are  new  Member  States,  where  infrastructure  development  is  an  essential  basis  for  the 

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30 

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further economic development. At the other end of scale Denmark,Cyprus, Luxembourg, Germany, 
France,Romania and Slovakia have a much lower average compared with the average of the EU. 

Total investments 2004-2005 / GDP in %

2,00%

1,80%

1,60%

1,40%

1,20%

1,00%

0,80%

0,60%

0,40%

0,20%

0,00%

EE LV

SI HU CZ EL AT PT ES LT NL BG IT

PL UK BE SE FI

IE MT SK RO FR DE CY LU DK

Figure 16: Investments in the TEN-T network by Member States in 2004 and 2005 in average /GDP in % for 
EU27. 

PRIORITY PROJECTS 

The Community is making a special effort to support the projects of common interest ; this is necessary to 
ensure  a  coherent  development  of the  network  and  to  encourage  investment  on  the  main  axes  by  national 
and  regional  authorities.  These  priority  projects  are  selected  according  to  a  strict  methodology  that  is 
included in the guidelines. 

The  30  priority  projects  consist  of  14  priority  projects  (the  so-called  Essen  projects),  identified  under  the 
1996  guidelines,  and  16  additional  projects identified in  the  High  Level  Group  exercise,  chaired  by  Karel 
van Miert and adopted in 2004 by the guidelines. All these projects should be completed by 2020. 

As  the  following  detailed  table  shows  the  investments  up  to  the  end  of  2004  in  the  priority  projects 
amounted  to  EUR  108.1  billion,  while  the  total  investments  in  the  priority  projects,  as  reported  by  the 
Member States in 2008, for the whole 1996 – 2020 period are about EUR 397.2 billion. Thus the remaining 
investments in the 2006 – 2020 period amount to EUR 289.1 billion. 

Out  of  30  projects  18  railways  projects  are  defined  and  demonstrate  the  clear  mode  preference  of  the  EU 
transport policy. 

Mode of transport 

Rail 

Road 

Inland 
Waterway 

Short Sea 
Shipping  Multimodal  Airport  Galileo 

Number of projects 

18 

3 

2 

1 

4 

1 

1 

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31 

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1 

2 

3 

6 

7 

8 

9 

15 

16 

17 

18 

19 

No 

Project 

Mode 

Total cost in 
bn € 

Investment till 
end 2005 in bn 
€ 

Remaining 
investment 
in bn € 

% of 
completion 

TEN-T 
support till 
31-12-2005 
bn € 

Railway  axis  Berlin-Verona/Milan-
Bologna-Naples-Messina-Palermo 

Rail 

47,1 

20,1 

27,0 

42,7% 

0,3736 

railway 

High-speed 
Brussels/Brussels-Cologne-
Amsterdam-London 

axis 

Paris-

Rail 

18,8 

15,8 

3,0 

84,0% 

0,7289 

High-speed  railway  axis  of  south-west 
Europe 

4  High-speed railway axis east 

5 

Betuwe Line 

Rail 

Rail 

Rail 

50,7 

5,3 

4,8 

Railway 
axis 
Divaca/Koper/Divaca-Ljubljana-
Budapest-Ukrainian border 

Lyon-Trieste-

Rail 

60,7 

Motorway  axis 
Athina-Sofia-Budapest 

Igoumenitsa/Patra-

Road 

14,9 

Multimodal axis Portugal/Spain-rest of 
Europe 

Multimodal 

15,3 

Railway 
Stranraer 

axis  Cork-Dublin-Belfast-

10  Malpensa Airport (Milan) 

Rail 

Air 

0,4 

1,3 

4,2 

11  Öresund fixed link: COMPLETED 

Rail/road 

12  Nordic triangle railway-road axis 

Rail/road 

11,7 

13  UK-Ireland/Benelux road axis 

14  West Coast Main Line 

Road 

Rail 

7,5 

12,6 

8,8 

2,6 

4,1 

6,7 

7,8 

7,1 

0,4 

1,3 

4,2 

3,8 

2,4 

10,1 

41,9 

17,3% 

0,2547 

2,7 

0,7 

49,0% 

0,2294 

85,4% 

0,1350 

54,0 

11,0% 

0,2846 

7,1 

52,3% 

0,1185 

8,2 

46,4% 

0,0433 

0,0 

0,0 

0,0 

7,9 

5,1 

2,5 

100,0% 

0,0120 

100,0% 

0,0268 

100,0% 

0,1927 

32,5% 

0,1922 

32,0% 

0,0838 

80,2% 

0,0796 

Freight  railway  axis  Sines-Madrid-
Paris 

Railway 
axis 
Stuttgart-Vienna-Bratislava 

Paris-Strasbourg-

Rhine/Meuse-Main-Danube 
waterway axis 

inland 

Rail 

8,9 

0,002 

8,9 

0,0% 

0,0000 

Rail 

13,6 

3,0 

10,6 

22,1% 

0,1220 

IWW 

2,1 

0,004 

2,1 

0,2% 

0,0021 

High-speed rail interoperability on the 
Iberian peninsula 

Rail 

20  Fehmarn Belt railway axis 

Rail/road 

41,8 

7,9 

2,5 

0,1 

39,3 

6,0% 

0,0620 

7,8 

0,1% 

0,0270 

21 

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32 

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22 

23 

24 

25 

26 

27 

28 

29 

Railway  axis  Athina-Sofia-Budapest-
Vienna-Prague-Nürnberg/Dresden 

Rail 

12,6 

Railway 
Brno/Bratislava-Vienna 

axis 

Gdansk-Warsaw-

Rail 

6,2 

Railway 
axis 
Duisburg-Rotterdam/Antwerp 

Lyon/Genoa-Basel-

Rail 

22,7 

Motorway 
Brno/Bratislava-Vienna 

axis 

Gdansk-

Road 

6,8 

Railway-road 
Kingdom/continental Europe 

axis 

Ireland/United 

Rail  Baltica  axis  Warsaw-Kaunas-
Riga-Tallinn-Helsinki 

Eurocaprail 
Brussels-
Luxembourg-Strasbourg railway axis 

the 

on 

Railway  axis  if  the  Ionian/Adriatic 
intermodal corridor 

30 

Inland waterway Seine-Scheldt 

Rail/road 

6,2 

Rail 

Rail 

Rail 

IWW 

3,2 

1,2 

4,3 

4,4 

0,5 

0,9 

2,6 

1,0 

2,2 

12,1 

0,1% 

0,0070 

5,3 

15,0% 

0,0072 

20,1 

11,5% 

0,0450 

5,8 

15,0% 

0,0050 

4,0 

35,5% 

0,0070 

0,03 

3,2 

0,1% 

0,0027 

0,0 

1,2 

0,0% 

0,0035 

0,02 

0,1 

4,3 

4,3 

0,0% 

0,0000 

2,2% 

0,0050 

Grand total 

397.2 

108,1 

289,1 

27,22% 

3,506 

Table3: Investments on the 30Priority Projects

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33 

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3%

3%

13%

3%

7%

10%

61%

Rail

Road

IWW

SSS

Multimodal

Airport

Galileo

Figure 17: Modal segment of investments in priority projects in the EU-27 

Three priority projects have already been completed: 

Axis 9: Railway axis Cork-Dublin-Belfast-Stranraer (Ireland, UK) in 1989 – 2001. 
Axis 10: Malpensa Airport (Milan, Italy) in 1995 – 2001. 
Axis 11 Öresund fixed link (Denmark, Sweden) in 1992 – 2000. 

PART 4 

Sources of Funding  

This  chapter  provides  an  overview  of  the  financing  of  TEN-T,  the  EU  financial  support  as 
well as EIB loans for the period 2004-2005. 

1.1.1.1.  TEN-T Budget 

TEN-T funding is generally provided by way of grant or interest rebate (effectively the TENs 
budget  line  meets  interest  payments  for  a  certain  period,  usually  until  the  asset  is  ready  for 
use).  This  funding  is  managed  in  accordance  with  Council  Regulation  no.  2236/95.  The 
European Parliament and the European Council (on 21 April 2004) adopted an amendment of 
the  regulation  No  2236/95  establishing  the  new  rules  for  “community  financial  aid”  for  the 
Trans-European-Networks (in force since 20 May 2004).  

An  important  part  of  the  TEN-T  budget  is  assigned  to  TEN-T  priority  projects.  Key 
restrictions include: 

The total amount of financial support from the TENs budget line should not exceed 10% (in 
2004 this percentage was increased to 20% for cross-border projects) of the total investment 
costs. Aid to feasibility studies is limited, generally to a maximum of 50% of the costs. The 
maximum duration of interest rate subsidy should generally not exceed 5 years. In addition, 
the EC financial support should not interfere in the existing competition. 

In  the  years  2004  and  2005  the  EU25  received  about  EUR  1.09  billion  for  investments  on 
their  TEN-T  infrastructure.  The  additional  investments  in  this  period  for  Galileo  was  about 
EUR 0.24 billion. 

Figure  shows  the  distribution  of  funds  per  mode  while  Figure  provides  an  overview  of  the 
funds per country and mode. 

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34 

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Figure18: Share of TEN-T budget 2004/2005 per mode 

Figure19: Share of TEN-T budget 2004/2005 per country 

EN 

35 

   EN 

 
 
 
Total 

Road 

Rail 

IWW 

Port 

Airport 

Country 

2004 

2005 

2004 

2005 

2004 

2005 

2004  2005  2004  2005  2004  2005 

Austria 

32.70  44.21 

2.43  1.64

30.27

38.15

0.00

2.10

Belgium 

19.94 

9.91  17.94  1.75

0.00

7.00

1.00

1.16

   1.00

Bulgaria 

Cyprus 

1.60 

1.60 

Czech 
Republic 

5.93 

4.94 

0.93 

5.00

4.94

Denmark 

6.03 

4.04 

2.78  1.44

1.25

2.60

   2.00

Estonia 

5.00 

3.18 

4.00 

1.00

   1.48 

1.70

Finland 

20.68  26.74 

5.68  3.74

15.00

19.80

   3.20 

France 

45.71  93.32 

5.01  3.82

34.20

77.70

6.50

Germany 

113.72  73.55  10.70  5.35 100.07

62.30

5.90

1.95 

   1.00

Greece 

1.18 

4.25 

2.25

   2.00  1.18

Hungary 

9.10 

3.35 

   3.35

8.00

1.10

Ireland 

9.68  19.54 

8.68  19.54

1.00

Italy 

Latvia 

Lithuania 

48.96  49.05 

3.79  2.55

43.00

46.50

   2.18

4.50 

3.95 

2.85  3.95

1.65 

Luxemburg 

4.54 

5.25 

2.04  1.75

2.50

3.50

Malta 

0.80 

1.20 

0.80 

1.20

Netherlands 

46.44  31.20 

8.54  1.75

37.60

29.45

0.30

Poland 

4.25  19.14 

1.00  12.70

3.25

6.44

Portugal 

14.14  15.66 

2.61  2.66

7.90

13.00

1.25 

   2.38

Romania 

Slovakia 

4.90  21.01 

3.80  7.19

13.82

   1.10

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36 

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Slovenia 

6.50 

3.23 

6.50

1.73

Spain 

37.84  55.53 

5.07  2.67

31.60

52.86

   1.18

Sweden 

24.28  39.90 

6.78  4.54

16.00

33.50

1.50  1.86 

United 
Kingdom 

58.12  32.20 

6.62  6.20

51.50

22.00

1.50

4.00

TOTAL 

526.52  564.38  101.23  86.62 395.64 437.54

8.90

9.16

8.75  8.54  12.00 8.40 

Table4: TEN-T budget 2004/2005 in million € per mode and country without investments for Galileo  

Rail 

Road 

Galileo 

ITS 

Combined Transport 

Airport 

IWW 

Port 

Multimodal Transport 

2004 

2005 

2004-05 

395,64

437,54

833,18

101,23

86,62

187,85

100

76

176

70

15

12

8,9

8,75

11,6

68,27

138,27

20

8,4

9,16

8,54

0

35

20,4

18,06

17,29

11,6

Total 

711,52

714,53

1426,05

Table 5: TEN-T budget 2004/2005 in million € 

THE EUROPEAN REGIONAL DEVELOPMENT FUND 

The EU budget for 2004 was the first with 25 Member States (EU25). The accession of ten 
new  Member  States  (EU10)  in  May  2004  resulted  in  additional  budget  needs,  which  were 
covered  by  means  of  amending  budgets  (amended  budget  No  1/2004  provided  EUR  3.812 
million overall and EUR 1.702 million EUR for the Structural Funds in the EU10). 

The  year  2005  was  dedicated  to  bringing  the  “programming  period  2000  –  2006”  to  a 
successful end and to preparing the new “Cohesion Policy Programmes for 2007 – 2013”. 

Based  on  the  information  provided  by  the  Member  States  (in  their  expenditure  claims),  in 
2005  the  Objective  1  Programs  on  investments  for  basic  infrastructure  (40.1%)  spent  more 
than half of all investments for transport infrastructure (54.3%). 

Within framework of ERDF more than EUR 8.8 billion were spent for major TEN-T projects 
in the period 2000 – 2006. 

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1.1.1.2.  Cohesion Fund 

The  Cohesion  Fund  provides  assistance  for  environmental  and  transport  infrastructure 
(devoted especially to TEN-T projects) in Member States whose GDP is less than 90%of the 
average GDP in the EU. 

On  1  May  2004,  all  10  new  Member  States  (those  formerly  benefiting  from  the  ISPA 
programme  plus  Cyprus  and  Malta)  met  the  criteria  for  Cohesion  Fund  eligibility.  For 
structural assistance in the 10 new countries (for the years 2004 – 2006), an overall budget of 
EUR 24 billion was earmarked, out of which EUR 8.5 billion were designated to the Cohesion 
Fund. 

Cohesion Fund resources available for commitment in 2004 were € 5.62 billion and in 2005 € 
5.13 billion for the 13 beneficiary Member States. It should be noted that Ireland is no longer 
eligible for Cohesion Fund (since 1 January 2004). 

EN 

38 

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2004 

2005 

2004/2005 

Commitments 

Payments 
(Cohesion and 
former ISPA 
Fund) 

Commitments 

Payments 
(Cohesion and 
former ISPA 
Fund) 

Commitments 

Payments 
(Cohesion 
and former 
ISPA Fund) 

Czech 
Republic 

Cyprus 

Estonia 

Greece 

Ireland 

Hungary 

Latvia 

Lithuania 

Malta 

Poland 

Portugal 

Slovakia 

Slovenia 

Spain 

Total 

144.82

18.26

31.56

49.36

0.00

13.68

130.83

1.98

53.97

36.41

5.06

13.63

275.64 

85.77

20.23 

5.06

85.53 

27.30

239.01

265.54

321.69

157.31

560.70 

422.85

0.02

10.12

13.49

14.11

142.36

193.35

21.27

1.61

4.39

4.41

153.05

117.70

341.27 

127.82

45.39

69.33

76.22

54.38

5.35

58.88

83.44

179.10 

203.30 

5.35 

492.00

43.88

1199.16 

186.24

199.77

150.78

417.73 

344.13

76.45

4.69

66.93

16.68

143.87 

50.30 

88.20

18.29

188.22

102.88

148.92

707.16

217.96

67.42

45.61

977.54

886.93

955.63

732.30

1933.18 

1619.24

2889.34

1611.84

2526.01

1459.77

5415.35 

3071.61

Table5: Transport infrastructure investment by country, funded by the Cohesion Funds in 2004 and 2005 
(including former ISPA projects) 

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39 

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Figure20: Distribution of Cohesion Fund (incl. former ISPA) 2004 - 2005 payments by eligible country  

Figure21: Distribution of Cohesion Fund 2004 - 2005 commitments by eligible country  

1.1.1.3.  European Investment Bank (EIB) 

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40 

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The EIB finances a large number of TEN-T projects provided that they pass an evaluation of 
technical,  financial  and  environmental  matters  and  that  the  projects  are  consistent  with  EU 
objectives.  

Key  aspects  of  EIB  loans  are  that  they  can  cover  up  to  50%  of  the  project  costs:  another 
advantage compared with the commercial banks is, that they have a longer term. Moreover, 
EIB  loans  are  provided  without  the  need  for  project  specific  premiums  as  the  EIB  requires 
that loans are backed by guarantee.  

The  EIB  loans  in  2004  and  2005  amounted  to  nearly  13.75  billion  EUR,  which  represents 
about 14% of all TEN-T financing in this period. The EIB has about 75 billion EUR available 
to lend to TEN-T projects for 

the 2004-2013 period.  

More  particularly,  in  the  year  2004,  EIB  lent  approx.  EUR  6.3  billion  (including  EUR  0.7 
billion for urban transport) for projects related to EU political objectives and EUR 7.4 billion 
(including EUR 0.3  billion  for  urban  transport) in the year 2005. The amount for the EU27 
totalled EUR 13.7 billion (including EUR 1 billion for urban transport) for 2004 and 2005, out 
of that, EUR 2.8 billion went to the new Member States.  

EIB  set  up,  in  agreement  with  the  EC  and  the  EBRD,  the  new  JASPERS  instrument  (Joint 
Assistance  to  Support  Projects  in  European  Regions),  to  help  particularly  the  new  Member 
States to prepare major infrastructure projects, needing finances form the Cohesion Fund, the 
Structural Fund and EIB.  

Railways  Roads 

IWW  Airports 

Ports  Multimodal Urban transport 

Total 

2004 

2002 

1508 

2005 

2806 

2748 

Total 

4808 

4256 

- 

- 

- 

1705

1015

2720

468

461

929

-

41

41

Table6: Distribution of EIB loans in million € for 2004 and 2005 per mode 

The modal share of the lending was the following: 

690 

6374

300 

7371

990  13745

Figure22: EIB contribution in 2004 and 2005 for TEN-T projects per mode 

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41 

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Lending per country in 2004 and 2005: 

2004 

2005 

Total 

Austria 

Belgium 

Bulgaria 

Czech Republic 

Finland 

France 

Germany 

Greece 

Hungary 

Ireland 

Italy 

Netherlands 

Poland 

Portugal 

Romania 

Slovakia 

Slovenia 

Spain 

Sweden 

United Kingdom 

Total 

48

212

20

200

-

640

260

350

-

130

1240

200

300

290

-

30

110

1971

158

215

6374

-

-

-

275

153

390

185

435

77

-

48 

212 

20 

475 

153 

1030 

445 

785 

77 

130 

1423

2663 

-

500

-

550

-

250

2805

328

-

7371

200 

800 

290 

550 

30 

360 

4776 

486 

215 

13745 

Table7: Distribution of EIB loans in million € for 2004 and 2005 by country 

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   EN 

 
 
Figure23: Share of EIB financing in 2004 and 2005 for TEN-T projects per country 

1.1.1.4.  General assessment of funding sources 

It  can  be  concluded  that  investments  in  the  TEN-T  are  funded  by  a  variety  of  sources 
including national funds, various different European Community funding programs and loans. 
A  general  assessment  of  the  sources  of  the  TEN-T  investments  shows  that  national  public 
funding contributed almost 78%, by far the largest share of the investments in the TEN-T in 
the  2004-2005  period.  The  second  largest  share,  at  approximately  13.5%,  was  loans  from 
European  Investment  Bank.  Together  these  sources  contributed  more  than  90%  of  the 
investment on the TEN-T. 

Although the exact amount of private funding is difficult to determine (due to the fact that for 
infrastructure in private hands like ports and airports it is difficult to obtain investment data), 
it is estimated that it represents a minor part. As a consequence, national public funding is still 
the main source of finance for TEN-T related projects. 

Source of funding  

2004 

2005 

2004-05 

in % 

TEN-T budget 

526,52

564,38

1090,9 

1,1% 

Cohesion Fund (incl. ISPA) 

1611,84

1459,77

3071,61 

3,0% 

EIB 

EBRD 

6374

7371

13745 

13,5% 

197,3

176,2

373,5 

0,4% 

ERDF (estimated) 

2045,9

1855,6

3901,5 

3,8% 

National  budget  &  private 
sources 

39669,39

39889,34

79558,73 

78,2% 

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Total 

50424,05 

51316,29 

101770,2 

100,0% 

Table8: Distribution of TEN-T funding sources in million € for EU 27 

Distribution of TEN-T related funding sources

T EN-T  budget
1,07%

CF 
3%

EIB
13,51%

EBRD
0,37%

ERDF 
4%

National budget & 
private sources
78,20%

Figure24: Distribution of TEN-T funding sources 

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   EN