Commission working document - Consultation on The future trans-european transport network policy
Date: 2010-05-04
Institutions: European Commission
Subjects: biodiversity, environmental policy, financing method, safety standard, technical standard, town and country planning, trans-European network, transport network

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EUROPEAN COMMISSION 

Brussels, 4.5.2010 
COM(2010) 212 final 

COMMISSION WORKING DOCUMENT 

CONSULTATION ON THE FUTURE TRANS-EUROPEAN TRANSPORT 
NETWORK POLICY 

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COMMISSION WORKING DOCUMENT 

CONSULTATION ON THE FUTURE TRANS-EUROPEAN TRANSPORT 
NETWORK POLICY 

1. 

INTRODUCTION 

The  TEN-T  policy  review  needs  to  be  seen  in  the  broader  context  of  the  “Europe  2020” 
Strategy1 under which the Commission “[…] present proposals to modernise and decarbonise 
the  transport  sector  thereby  contributing  to  increased  competitiveness.”  This  can  be  done 
through  a  mix  of  measures,  e.g.  infrastructure  measures  such  as  early  deployment  of  grid 
infrastructures of electrical mobility, intelligent traffic management, better logistics, pursuing 
the reduction of CO2 emissions for road vehicles, aviation and maritime sectors, including the 
launch of a major initiative on clean and energy efficient vehicles2 which will help to promote 
new  technologies  including  electric  and  hybrid  cars  through  a  mix  of  research,  setting  of 
common standards and developing the necessary infrastructure support.  

The  TEN-T  policy  review  is  also  linked  to  the  preparation  of  the  White  Paper  for  future 
transport policy. The White Paper will lay out the Common Transport Policy (CTP) and the 
general aspects of the future TEN-T policy. 

The  TEN-T  policy  should  be  modernised  for  the  European  Union  to  better  harness  its 
resources  for  the  implementation  of  strategic  projects  with  high  European  added  value  to 
address critical bottlenecks in the smooth operation of the internal market, in particular cross-
border  sections  and  inter-modal  nodes  (cities,  ports,  logistic  platforms).  The  TEN-T  should 
support  the  emergence  of  an  integrated  European  transport  system  that  better  addresses 
environmental  and  climate  change  challenges.  Such  an  integrated  system  will  also  provide 
inter-modal solutions, which would better serve the mobility needs of citizens and businesses 
and support the EU's industrial competitiveness. 

With its Green Paper on the future development of the trans-European transport network (in 
the  following  referred  to  as  TEN-T)3,  published  in  February  2009,  the  Commission  had 
launched a review of the TEN-T policy. The main innovation proposed was the concept of a 
dual  layer  planning  approach  with  a  “core  network”  as  the  top  layer.  The  vast  majority  of 
stakeholders,  as  well  as  the  EU  institutions and  consultative  bodies,  preferred  this  approach 
over  the  other  two  planning  options  put  forward  by  the  Commission;  justifying  their  views 
with a range of technical, economical, environmental, social or political arguments.  

The  largely  preferred  TEN-T  planning  approach  would  be  characterized  as  follows:  While 
maintaining the fairly dense rail, road, inland waterways, ports and airports networks, which 
constitute the “comprehensive network” as the basic layer of the TEN-T and are, in large part, 

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COM(2010)2020. 
COM(2010) 186 
COM(2009) 44. 

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derived  from  the  corresponding  national  networks,  the  “core  network”  would  overlay  the 
“comprehensive”  network  and  give  expression  to  a  genuine  European  planning  perspective 
focused  on  bringing  about  a  systemic  improvement  in  the  transport  system's  resource 
efficiency  and  a  significant  overall  reduction  of  greenhouse  gas  (GHG)  emissions  from 
transport. The “core network” would include axes and nodes of vital importance for transport 
flows  within  the  internal  market  and  between  the  EU,  its  neighbours  and  other  parts  of  the 
world.  It  would  also  support  the  economic,  social,  and  territorial  cohesion  of  the  European 
Union.  It  would  provide,  for  all  transport  modes  and  across  the  modes,  the  necessary 
infrastructure  basis  for  the  achievement  of  common  transport  policy  objectives  required  to 
match  the  “Europe  2020”  and  decarbonisation  agendas.  The  “core  network”  should  not  be 
understood as a network that covers only the geographical core of the Community, but rather 
as the part of the TEN-T on which the various instruments, financial and non-financial, would 
be concentrated so as to ensure its effective completion. 

In order to analyse a number of issues of particular relevance for future TEN-T development 
more thoroughly, the Commission set up six expert groups which have been working between 
November  2009  and  April  2010.  The  Commission  considers  it  is  now  time  to  make  an 
additional  step  in  the  TEN-T  policy  review  with  a  second  public  consultation  aimed  at 
refining the available policy options that have been emerging from the contributions made in 
2009  by  EU  institutions  and  a  wide  range  of  stakeholders,  contributions  that  were  further 
elaborated in these expert groups. This constitutes the purpose of this consultation document. 

2. 

THE GREEN PAPER FOLLOW-UP 

More than 300 organisations, who contributed to the public consultation, as well as the other 
EU  institutions  and  consultative  bodies  who  published  their  positions,  supported  the 
Commission's approach towards a broad policy review. They largely shared the Commission's 
views regarding the general policy framework for this review as well as the assessments and 
proposals  for  the  future  TEN-T  planning,  and  they  enriched  the  reflections  on  TEN-T 
implementation. 

The  Commission  staff  working  document  “TEN-T  Policy  Review  –  Background  Papers”4 
summarizes the results of the consultation on the Green Paper published in February 2009 and 
highlights its main conclusions. 

Expert  groups  were  set  up  to  bring  together  professionals  from  the  various  sectors  at  stake. 
Their  key  objective  was  to  assist  the  Commission  in  elaborating  a  methodology  for  the 
planning  of  the  future  TEN-T  with  a  view  to  the  forthcoming  revision  of  the  TEN-T 
Guidelines, in enhancing the effectiveness of the financial and non-financial instruments for 
TEN-T implementation and to examine relevant legal issues in relation to both planning and 
implementation.  Each  group  produced  a  final  report,  including  recommendations  for  the 
Commission5.  

Four of the six groups have focused on TEN-T planning related issues: 1) the development of 
a  methodology  for  the  geographical  part  of  the  network;  2)  the  integration  of  transport  and 

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The report is available on the internet site 
http://ec.europa.eu/transport/infrastructure/tent_policy_review/doc/2009_09_22_summary_report.pdf 
The reports are available on the internet site 
http://ec.europa.eu/transport/infrastructure/tent_policy_review/tent_policy_review_en.htm 

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TEN-T policy; 3) Intelligent transport systems and new technologies as an integral part of the 
future TEN-T; 4) Connection of TEN-T with third countries. Their main results are reflected 
in point 3 of the present Commission Working Document. Within this framework, the work of 
group n° 1 in particular responds to the invitation of the Council6 to develop, as a basis for the 
elaboration of the proposal for revised TEN-T Guidelines, a methodology that takes account 
of  criteria  such  as  effects  on  trans-national  traffic  flows,  territorial  cohesion  and  economic 
development, spatial planning, environment/climate change and connections to neighbouring 
countries.  

Expert  group  n°  5  dealt  with  financing  and  financial  instruments.  Some  of  the  reflections 
undertaken  in  this  group  have  been  taken  up  in  point  4  of  this  Commission  Working 
Document.  The  issue  of  TEN-T  financing  –  public  and  private,  national  and  Community 
supported  -  being  broad  and  complex,  more  detailed  considerations  will  follow  at  a  later 
stage.  Expert  group  n°  6  dealt  with  legal  issues  and  non-financial  instruments  for  TEN-T 
implementation.  Whereas  the  conclusions  on  the  instruments  are  referred  to  in  point  4,  the 
legal recommendations are set out in point 5. 

3. 

THE METHODOLOGY FOR TEN-T PLANNING  

Given  the  evidence  obtained  so  far  of  the  advantages  of  the  proposed  planning  option  of  a 
dual layer planning approach with a “core network” as the top layer, the Commission would 
like to consult on the main elements of the methodology for this option7. In doing so, it aims 
at creating ownership among EU institutions, Member States, and other stakeholders, which 
would  facilitate  the  elaboration  of  the  future  TEN-T  proposals,  including  maps.  In  the 
following, the methodology for both layers - comprehensive and core networks – is dealt with 
in  summary  form.  The  full  text  of  the  final  report  of  Expert  group  n°  1  with  the  planning 
methodology attached is available on the TEN-T policy review internet site8. 

Planning the comprehensive network  

As in the past, the future Comprehensive Network should ensure accessibility of and access to 
the  core  network,  and  contribute  to  the  internal  cohesion  of  the  Union  and  the  effective 
implementation of the internal market. It should address a series of different needs:  

•  a reference for land use planning;  

•  a geographic reference for other policies;  

•  a reference on the requirements of the relevant EU environmental legislation and policies, 

in particular on the protection of biodiversity; 

•  a target for technical and legal requirements on interoperability and safety; 

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Green paper TEN-T: A policy review towards a better integrated trans-European Transport Network at 
the service of the common transport policy – Council Conclusions of 15 June 2009, paragraph (6). 
The  expert  groups'  work  as  well  as  ongoing  analysis  of  the  Commission  have  been  further 
substantiating the benefits of this option, including as concerns its overall consequences for future GHG 
emissions  from  transport.  Nevertheless,  the  impact  of  all  three  initially  proposed  options  will  be 
assessed prior to the adoption of the Commission's proposal for revised TEN-T Guidelines. 
http://ec.europa.eu/transport/infrastructure/tent_policy_review/tent_policy_review_en.htm  

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•  the  accommodation  of  technical  standards  to  enable  effective  modal  integration  with  the 

aim of door to door co-modality.  

The Comprehensive Network should link all EU regions in an adequate way, be multimodal 
and provide the infrastructural basis for co-modal services for passengers  and  freight. Since 
the Comprehensive Network will be the basic TEN-T layer, it must cover all elements of the 
future  core  network.  The  future  comprehensive  network,  would 
the  current 
comprehensive network as a starting point and:  

take 

•  Update  the  current  comprehensive  network  to  reflect  progress  in  its  implementation  and 

adjust it where necessary to changes in national planning; 

•  Add selected and well-defined missing links and nodes, especially in Member States which 
have  acceded  the  EU  since  2004,  where  necessary  to  ensure  homogeneous  network 
planning  and  the  interconnection  of  national  networks,  and  to  contribute  significantly  to 
the TEN-T objectives; 

•  Eliminate  dead  ends  and  isolated  links  in  the  current  comprehensive  network  if  not 

justified with geographical particularities. 

A  requirement  for  any  element  of  the  Comprehensive  Network  is  compliance  with  the 
relevant  Community  legislation  in  the  transport  and  other  sectors,  including  technical 
specifications on rail interoperability, tunnel safety, etc. 

On the basis of the above criteria and conditions, elements for planning the Comprehensive 
Network will be discussed with the Member State(s) whose territory is concerned. Planning 
options will then be discussed bi- and multi-laterally.  

Planning the core network 

The core network will be made up of nodes and links of the highest strategic and economic 
importance  throughout  the  EU.  It  will  cover  all  modes  of  transport,  include  intelligent 
transport systems and provide, in a sufficiently flexible way, further infrastructural elements 
which  are  an  indispensable  basis  for  the  achievement  of  various  policy  objectives  in  the 
transport and other sectors. It will, not least, be important to link East and West, old and new 
Member States.  

The future TEN-T should be linked – in a more strategic way – with key infrastructure in third 
countries. This should imply action at three levels:  

•  the integration of networks of candidate countries into the TEN-T, taking on the results of 

bilateral negotiations and preparing for the new planning methodology;  

•  the connection between the TEN-T and networks in third countries, in particular countries 
in the European Neighbourhood with whom the EU is engaged in a regular infrastructure 
dialogue  covering  also  the  identification  of  priority  projects  along  the  main  axes  and, 
within  the  establishment  of  a  network,  in  particular  the  future  trans-Mediterranean 
network; 

•  an appropriate coordination of infrastructure development going beyond mere connections 

at common State borders. 

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Planning a core network is not meant to initiate a new infrastructure programme of immense 
scope neither: ensuring continuity for ongoing projects, giving due attention to the removal of 
key bottlenecks and building largely on existing infrastructure, it aims at becoming the basis 
for an efficient, less carbon intensive, safe and secure transport system. 

In shaping the network configuration, based on a geographical approach, a number of criteria 
will  need  to  be  taken  into  account,  such  as  spatial  integration  and  cohesion  effects,  internal 
market  needs,  external  and  global  trade  flows,  passenger  and  freight  traffic  and  customers' 
needs,  inter-connectivity  and  multimodality  of  the  network,  environmental  and  climate 
change issues.  

Accordingly, general principles for designing the TEN-T at all strategic levels, including the 
Comprehensive Network, comprise:  

•  Multimodality,  including  intermodal  links  and  facilities  for  co-modal  and/or  combined 

transport,  

•  Interconnectivity and network optimisation, 

•  Interoperability and improved efficiency of all modes of transport,  

•  Sustainability,  by  reducing  greenhouse  gas  emissions  ("de-carbonisation")  to  minimize 
climate change impacts and pollution as well as by respecting relevant EU environmental 
legislation,  including  the  Espoo  Convention  and  in  particular  the  following  Directives: 
SEA, EIA, Habitats and Birds, Water Framework Directive, Floods Directive, 

•  Attention  to  biodiversity  proofing,  in  particular  Natura  2000  network  when  it  comes  to 

transport infrastructure, 

•  A focus on quality of service for both freight users and passengers, 

•  Safety and security of transport infrastructure, 

•  Application of advanced technologies and ITS, and  

•  Minimisation  of  investment,  maintenance  and  operational  costs,  while  nevertheless 

meeting the relevant policy objectives and the criteria below in a balanced way. 

The  dimensioning  and  equipping  of  the  network  elements  will  be  determined  by  passenger 
and freight traffic demand and customers' needs, the need for removal of bottlenecks affecting 
long-distance  and  international  traffic  flows  (including  environmental  bottlenecks),  the  goal 
of reduction in travelling times and improvement in reliability, contributing to climate change 
goals and environmental issues such as avoiding or mitigating air and water pollution, noise 
and  preventing,  minimizing  or  compensating  any  significant  effects  on  the  environment  in 
particular on the conservation objectives and the integrity of Natura 2000 sites. 

Planning the core network involves four successive major steps:  

(1) 

(2) 

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Identifying the main nodes, which configure the overall layout of the network. 

Linking  the  main  nodes  and  selecting  intermediate  nodes  for  inclusion  into  the 
network. 

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(3) 

(4) 

Determining  the  relevant  technical  parameters  to  be  applied,  according  to  functional 
and capacity needs. 

Including relevant complementary or auxiliary hard or soft infrastructure, so as to meet 
the requirements of operators and users, in line with specific policy objectives, and to 
enhance efficiency and sustainability. 

The main nodes determining the basic structure of the network configuration will be: 

•  The  biggest  or  most  important  nodes,  such  as  MS  capitals,  other  cities  or 
agglomerations  of  supra-regional  importance  in  administration,  economy,  social 
and cultural life and transport; 

•  Gateway ports, intercontinental hub ports and airports, connecting the EU with the 

outside world, and the most important inland ports and freight terminals.  

Smaller  or  less  important  cities,  airports,  freight  terminals  etc.  will  be  intermediate  nodes 
which,  when  integrated  into  the  network,  define  their  routing  in  detail.  Urban  nodes  have  a 
complex set of functions in the transport system, connecting: 

•  the links of the network, including those of the comprehensive network; 

•  the relevant modes of transport (intermodal transfers); 

•  long-distance and/or international transport, regional and local transport. 

The links connect the main nodes, generally “neighbouring” main nodes, cumulatively adding 
up  to  stretched  polygonal  chains  or  corridors,  and  reflecting  important  long-distance  or 
international (potential) traffic flows.  

To  enhance  the  overall  effectiveness  of  the  network,  the  links  should  ideally  be  routed  as 
directly as possible. A balance has however to be struck between directness and feasibility, to 
meet traffic needs, to be economically viable and take into account environmental aspects. In 
practice, detours will be necessary: 

•  to include intermediate nodes, if justified  by corresponding benefits greater than 

disadvantages, 

•  to  follow,  as  far  as  possible,  infrastructure  that  already  exists  or  is  being 

implemented, 

•  to allow bundling of traffic flows in order to increase efficiency and sustainability 
(if followed by traffic on the relevant routes and not creating bottlenecks due to 
overlaps with other axes), 

•  to allow the splitting of passenger and freight flows when justified, and 

•  to  bypass  unavoidable  natural  obstacles,  settlement  areas  and  vulnerable  and 

environmentally sensitive areas. 

“Missing  links”  can  be  identified,  where  traffic  effectiveness  of  an  axis  and/or  cohesion  is 
seriously affected by existing detours. 

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Technical  parameters  depend  on  the  intended  function,  traffic  volumes  and  operational 
aspects such as the required level of service and the goal of creating homogeneous conditions 
along an axis. 

For  maximum  continuity,  the  current  priority  projects,  which  represent  common  efforts  and 
long-term experience, will form a key part of the core network, with some adjustment where 
necessary. 

Network  planning  by  means  of  this  methodology  will  be  accompanied  by  a  process  of 
optimisation  and  impact  assessment.  To  avoid  monetising  non-monetisable  effects  such  as 
cohesion,  it  is  foreseen,  following  the  recommendations  of  Expert  Group  1,  to  apply  some 
multi-criteria analysis. Weights still will have to be determined, in order to balance conflicting 
objectives. 

Innovative infrastructure measures  

The  core  network  should  give  priority  to  transport  infrastructure-related  measures  that  stem 
from  EU  policy  goals  resulting  for  instance  from  the  “Europe  2020”  strategy  transport, 
energy, climate, environmental or innovation policy.  

To the extent feasible, these measures should be identified at the outset of the revised TEN-T 
planning  to  secure  sufficient  alignment  with  agreed  policy  objectives.  Their  identification 
should be based on a set of specific criteria and standards. Sufficient flexibility will be needed 
in  order  to  leave  room  for  development  of  criteria  over  time,  adapting  to  future  policy 
developments.  The  new  TEN-T  guidelines  could  define  the  process  or  procedure  for 
identifying such criteria and standards and for adapting them to evolving needs (e.g. though 
the  delegation  of  powers  or  implementing  provisions).  The  criteria  should  be  based  upon 
performance  and  quality  objectives  for  all  the  transport  modes  and  their  intermodal 
integration.  

Intelligent Transport Systems, innovation and new technologies represent an important part of 
the  Core  Network.  ITS  should  enhance  the  efficient  use  of  infrastructure  and  is  the  key  to 
genuine  network  integration.  They  can  also  contribute  to  environmental  performance, 
(energy) efficiency, safety and security as well as passenger and freight mobility, and can help 
to connect TEN-T corridors and urban transport networks. 

Within the framework of the future TEN-T, supporting infrastructure and equipment for the 
following  ITS  services  are  considered  to  be  needed:  travel  and  traffic  information;  traffic 
management  and  efficiency-related  measures;  applications  interconnecting  the  modes  and 
ensuring connection to public transport systems, freight and freight-related transport services. 
Community objectives in the field of privacy and security of data need to be supported in this 
context.  Privacy  and  security  requirements  should  be  incorporated  into  standards,  best 
practices, technical specifications, and systems. 

Not  least,  the  TEN-T  should,  in  line  with  the  2020  goals,  address  technological  innovation 
and  knowledge,  so  as  to  be  able  to  accommodate  new  generations  of  vehicle  and  boost 
infrastructure advances, in particular with respect to energy provision for transport. The road 
sector  can  use  alternatives  to  liquid  fuel  but  requires  charging  infrastructure  for  electric 
vehicles.  In  the  shipping  sector,  LNG  has  many  advantages  over  marine  oil,  but  its 
widespread requires infrastructure for refuelling. The use of clean, alternative fuels should be 
promoted  as  an  integral  part  of  future  TEN-T  development.  Technological  solutions  are 

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already  available  but  significant  efforts  are  needed  to  make  their  use  affordable  and  more 
efficient.  

Are the principles and criteria for designing the core network, as set out above, adequate and 
practicable?  What  are  their  strengths  and  weaknesses,  and  what  else  could  be  taken  into 
account?  

To what extent do the supplementary infrastructure measures contribute to the objectives of a 
future-oriented transport system, and are there ways to strengthen their contribution? 

What  specific  role  could  TEN-T  planning  in  general  play  in  boosting  the  transport  sector's 
contribution to the "Europe 2020" strategic objectives? 

4. 

TEN-T IMPLEMENTATION  

In  order  for  the  TEN-T  policy  to  be  as  effective  as  possible,  coherence  must  be  ensured 
between  the  scope  of  network  planning  and  the  means  and  instruments  for  their 
implementation – which exist at both national and Community level.  

4.1. 

Assessment, prioritization and non-financial instruments 

Following the definition of the  TEN-T as  the result of the planning process, the assessment 
and prioritisation of infrastructure projects (as resulting from the objectives developed under 
point  3)  is  necessary  in  order  to  ensure  a  greater  impact  and  leverage  effect  of  the  TEN-T 
funding.  Therefore, whereas in  general  the  project selection through calls for proposals will 
continue  to  address  missing  links  and  bottlenecks  on  the  TEN-T,  the  TEN-T  planning  will 
also  need  to  identify  TEN-T  projects  of  high  European  added  value  for  the  TEN-T  core 
network.  This  will  require  assessments  covering  the  whole  core  network  based  upon 
consistent and reliable data and agreed methodologies. 

In  order  to  allow  implementing  the  projects  with  the  highest  European  added  value,  it  is  of 
great importance to define the way those projects are identified and to implement them in a 
coordinated way.  

The  Commission  could  also  consider  extending  the  mandate  of  the  European  Coordinators 
from  major  cross-border  projects  to  cover  also  “packages”  of  smaller  infrastructure  and 
operational measures on a corridor basis.  

In  order  to  enhance  the  effectiveness  of  TEN-T  projects'  planning,  financing  and 
implementation,  the  future  Guidelines  could  also  include  provisions  inviting  the  Member 
States concerned to conclude relevant agreements.  

4.2. 

Funding  

Under  the  current  financial  perspectives  (2007-2013),  TEN-T  projects  are  financed  mostly 
through  Member  States'  budgets  (€ 196 bn),  with  support  from  EU  instruments:  the  TEN-T 
Programme  provides  € 8 bn,  while  the  Europe an  Regional  Development  Fund  (ERDF)  and 
the Cohesion Fund account for € 43 bn, or about 11 % of the entire cohesion policy budget. 
The EIB also provides substantial support (€ 65  bn) through loans and a variety of financial 
instruments relevant to transport infrastructure. Finally, the number of PPPs across the EU is 
increasing during the last years, but still remains an exception for long distance rail projects. 

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Following a report of the European Court of Auditors in 2005, a major step was made in the 
follow-up  of  the  implementation  of  the  TEN-T  guidelines  of  2004.  Multi-annual  decisions 
have permitted a more long-term EU involvement and guarantee, leading at the same time to a 
substantial increase in EU funding for cross-border and bottleneck sections (to over 60 % of 
the  2007-2013  MAP).  In  addition,  the  creation  of  a  TEN-T  Executive  Agency  and  the 
appointment  of  European  Coordinators  have  considerably  improved  the  implementation  of 
TEN-T projects. 

A key issue for the revision of TEN-T guidelines and for the post-2013 multi-annual financial 
framework  is  how  to  ensure  the  best  possible  use  of  the  EU  financial  contribution  in  order 
better to achieve the objectives set out in the Guidelines. In its proposal for a “Europe 2020” 
Strategy, the Commission announces that it will work “to mobilise EU financial instruments 
(e.g. rural development, structural funds, R&D framework programme, TENs, EIB) as part of 
a consistent funding strategy, that pulls together EU and national public and private funding.” 
Indeed,  increasing  investment  in  public  infrastructure  is  potentially  supporting  economic 
recovery  as  it  has  a  positive  multiplier  effect  in  the  short  term,  and  it  can  improve  the 
competitiveness  of  a  country  in  the  longer  term.  Infrastructure  investment  also  creates  jobs 
and  thus  can  help  counter  the  negative  employment  effects  of  the  recession,  even  though  it 
can  also  lead  to  a  deterioration  of  public  finances.  Consequently,  the  Commission's  view  is 
that the financing arrangements at EU level need to be embedded within a clear EU funding 
strategy,  which  would  better  coordinate  the  available  sources  of  financing  and  increase  its 
added  value  in  the  implementation  of  EU  objectives.  Such  a  funding  strategy  would  aim  at 
increasing  the  leverage  of  the  EU  contributions  by  making  a  difference  in  the  choice  of 
projects funded and further concentrating the available EU resources. Another key principle 
of such a funding strategy  would be to ensure consistency in funding priorities between the 
EU and national levels, in full conformity with the Guidelines. 

In order to meet these challenges and without prejudging the forthcoming EU budget review, 
consideration  should  be  given  to  setting  up  an  integrated  European  funding  framework  to 
coordinate  EU  instruments  for  transport,  such  as  the  TEN-T  programme  and  the  TEN-T 
related  contributions  of  the  Cohesion  and  Structural  Funds.  The  funding  framework  should 
not  necessarily  be  restricted  to  supporting  infrastructure  investments  only,  but  could  also 
contribute  to  integrating  other  transport  policy-related  components  (Marco  Polo,  SESAR, 
technological  deployment,  Green  Corridors,  links  to  the  neighbourhood  countries,  research 
and development in transport) to promote the emergence of integrated transport systems. 

This  European  funding  framework  should  also  provide  guidance  to  national  investments  on 
the basis on EU priorities set out in the TEN-T planning framework and thus could comprise 
other sources of funding, such as the revenues drawn from transport activities.  

Such a European funding framework would require the development of fair, transparent and 
efficient  criteria  to  identify  the  projects  to  be  supported,  depending  on  the  European  added 
value of the project. 

The European funding framework's contribution would need to be strongly coordinated with 
the EIB’s transport projects portfolio in order to ensure maximum leverage of the EU support 
as well as to  benefit from the Bank know-how and the synergies on the two institutions. In 
addition  the  EIB  expertise  could  be  involved  at  an  earlier  stage  in  the  screening  and  the 
assessment  of  projects  in  cooperation  with  the  Commission  and  the  TEN-T  Executive 
Agency.  As  a  result  it  could  also  provide  a  necessary  spur  to  better  mobilisation  of  private 
sources of funding through facilitating the use of Public Private Partnerships. 

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In  which  way  can  the  different  sources  of  EU  expenditure  be  better  coordinated  and/or 
combined in order to accelerate the delivery of TEN-T projects and policy objectives? 

How can an EU funding strategy coordinate and/or combine the different sources of EU and 
national funding and public and private financing? 

Would 
implementation gap in the completion of TEN-T projects and policy objectives? 

the  setting  up  of  a  European  funding  framework  adequately  address 

the 

5. 

THE LEGAL AND INSTITUTIONAL FRAMEWORK OF THE TEN-T POLICY REVIEW  

Based  on  the  legal  expert  group's  recommendations,  the  Commission  will  explore  the 
following approach in view of the revision of the TEN-T Guidelines: 

•  The combination of TEN-T Guidelines and the TEN “Financial Regulation”, both of which 
are  based  on  Article  171  of  the  TFEU,  in  order  to  strengthen  the  link  between  TEN-T 
policy  priorities  and  financial  resources  and  for  the  sake  of  simplifying  the  regulatory 
framework, 

•  A  new  regulation  as  the  common  legal  act  for  the  Guidelines  and  the  granting  of 

Community financial aid, 

•  A  possible  addition  to  the  Treaty  basis  provided  for  in  Article  172  TFEU  on  TENs  of 
Articles  91  and  100  TFEU  governing  the  Common  transport  policy,  which  will  be 
specified depending on the final content of the draft proposal on the TEN-T Guidelines, 

•  A precise definition in the new regulation of the objectives, content, scope and duration of 
the power delegated to the Commission in accordance with Article 290 TFEU in order to 
supplement and amend non-essential elements of the regulation, thereby allowing an easier 
response to certain developments over time and meeting the "flexibility" objective, 

•  A  clarification  of  the  responsibilities  of  Member  States,  who  play  a  vital  role  in  TEN-T 
project  implementation,  in  different  phases  of  TEN-T  projects  (planning,  financing, 
implementation, review). 

In which way can the TEN-T policy benefit from the new legal instruments and provisions as 
set out above?  

Comments 

The Commission invites comments and suggestions on the ideas and questions outlined in this 
paper and two related documents: the Commission staff working document “TEN-T policy – 
Background Papers” and the reports of the TEN-T policy Expert groups available on the 
TEN-T policy review web site 
http://ec.europa.eu/transport/infrastructure/tent_policy_review/tent_policy_review_en.htm  

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Comments  should  be  sent 
September 2010. 

to  MOVE-TEN-T-Policy-Revision@ec.europa.eu  by  15 

The  contributions  received  will  be  published  on  the  internet,  unless  the  author  objects  to 
publication of the personal data on the grounds that such publication would harm his or her 
legitimate  interests.  In  this  case  the  contribution  may  be  published  in  an  anonymous  form. 
Professional  organisations  responding  to  this  consultation  are  encouraged,  if  they  have  not 
already  done  so,  to  register  in  the  Commission's  Register  for  Interest  Representatives 
(http://ec.europa.eu/transparency/regrin/).  This  Register  was  set  up  in  the  framework  of  the 
European  Transparency  Initiative  with  a  view  to  provide  the  Commission  and  the  public  at 
large with information about the objectives, funding and structures of interest representatives. 

the  European  Parliament  and 
Commission,  EU  Transports  Ministers,  Members  of 
stakeholders will debate the issues set out in this TEN-T policy review during the 2010 TEN-
T Days that will be organised by the European Commission with the Spanish presidency in 
reports  are  available  at 
Saragossa  on  8/9  June  2010.  Programme,  papers  and 
http://ec.europa.eu/transport/publications.doc/2009_future_of_transport_en.pdf. 

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