COMMISSION STAFF WORKING DOCUMENT on the planning methodology for the trans-European transport network (TEN-T) Accompanying Commission proposal for a Regulation of the European Parliament and of the Council on Union guidelines for the development of the trans-European transport network, amending Regulation (EU) 2021/1153 and Regulation (EU) No 913/2010 and repealing Regulation (EU) 1315/2013
Date: 2021-12-14
Institutions: Directorate-General for Mobility and Transport, European Commission
Subjects: carbon neutrality, combined transport, common transport policy, project of common interest, sustainable mobility, trans-European network, transport infrastructure, transport network, transport planning

EN 

  EN 

   EUROPEAN COMMISSION  Strasbourg, 14.12.2021  SWD(2021) 471 final  COMMISSION STAFF WORKING DOCUMENT on the planning methodology for the trans-European transport network (TEN-T)         Accompanying Commission proposal for a Regulation of the European Parliament and of the Council on Union guidelines for the development of the trans-European transport network, amending Regulation (EU) 2021/1153 and Regulation (EU) No 913/2010 and repealing Regulation (EU) 1315/2013          {COM(2021) 812 final} - {SEC(2021) 435 final} - {SWD(2021) 472 final} - {SWD(2021) 473 final}  
 
 
This  Staff  Working  Document  sets  out  the  methodology  for  planning  the  trans-European 
transport  network  (TEN-T)  as  used  in  the  Commission  proposal  for  a  Regulation  of  the 
European  Parliament  and  of  the  Council  on  Union  guidelines  for  the  development  of  the 
trans-European transport network and repealing Regulation (EU) 1315/2013 [add reference to 
Commission proposal of the same package]. 

This  methodology  is  based  on  the  methodology1  used  by  the  European  Commission,  the 
European Parliament and the Council in the legislative procedure adopting Regulation (EU) 
No 1315/20132.  

The  methodology  is  used  to  identify  a  comprehensive  and  a  core  trans-European  transport 
network. Full respect of relevant EU legislation has to be ensured when the methodology is 
applied.  

The  methodology  consists  of  a  number  of  criteria  which  are  consistently  applied.  In  a  first 
step,  the  comprehensive  network  is  identified  (Chapter  1).  In  a  second  step,  parts  of  the 
comprehensive network are identified as the core network (Chapter 2) or as the extended core 
network (Chapter 3).  

1. 

THE COMPREHENSIVE NETWORK 

The comprehensive network includes components for all transport modes – rail, road, inland 
waterway,  air  and  maritime  as  well  as  their  connecting  points  and  corresponding  traffic 
information and management systems. 

The  comprehensive  network,  essentially,  results  from  updating  and  adjusting  the  current 
TEN T as defined in Regulation (EU) No 1315/2013.  

Updating  and  adjustment  abided  by  a  number  of  principles  as  a  result  of  the  methodology 
used: 

(1) 

(2) 

(3) 

(4) 

1  
2  

Update  the  current  TEN-T  to  reflect  progress  in  its  implementation  and  adjust  it 
where necessary to changes in national planning, in coherence with planning at EU 
level; 

Eliminate  dead  ends  and  isolated  links  in  the  current  TEN-T  if  not  justified  by 
geographical particularities, either by removing such links or by extending them to 
close network meshes. 

Ensure  that  minimum  standards  for  infrastructure  and  equipment  are  met  in 
accordance with relevant legislation currently in place (e.g. rail interoperability, road 
tunnel  safety,  inland  waterway  categorisation).  Inland  waterways  have  to  comply 
with Class IV according to UN-ECE, as a minimum. 

Revise  the  selection  of  maritime  ports  which  are  open  for  commercial  traffic, 
according to at least one of the following specific criteria:  

Passengers: Maritime ports connected to the land component of the comprehensive 
network  with  an  annual  traffic  volume  exceeding  1‰  of  the  total  annual  EU 

SWD(2013)542 final 
Regulation (EU) No 1315/2013 of the European Parliament and of the Council of 11 December 2013 
on  Union  guidelines  for  the  development  of  the  trans-European  transport  network  and  repealing 
Decision No 661/2010/EU, OJ L 348, 20.12.2013, p. 1–128 

1 

 
 
 
                                                           
maritime passenger traffic. This annual traffic volume represents the average of the 
latest  three-years  totals  for  which  data  covering  all  Member  States  are  available 
based on the statistics published by EUROSTAT3.  

Freight:  Maritime  ports  connected  to  the  land  component  of  the  comprehensive 
network with an annual traffic volume – either for bulk or non-bulk cargo handling - 
that  exceeds  1‰  of  the  corresponding  total  annual  cargo  handled  in  EU  ports,  if 
interpolating linearly between bulk and non-bulk complies with the formula: vb/tb + 
vn/tn ≥ 1 (where vb is the volume of bulk, tb the threshold for bulk, vn the volume of 
non-bulk  and  tn  the  threshold  for  non-bulk).  This  annual  traffic  volume  represents 
the average of the latest three-years totals for which data are available based on the 
statistics published by EUROSTAT4.  

Maritime  ports  included  in  the  comprehensive  network  as  defined  in  Regulation 
(EU)  No  1315/2013  shall  remain  in  the  comprehensive  network  if  the  linear 
interpolation between bulk  and non-bulk  complies with  the formula:  vb/tb + vn/tn  ≥ 
0.95 or if the annual traffic volume reaches exceed 85% of the relevant threshold. 

Maritime  ports  located  on  islands,  on  condition  that  they  provide  accessibility  at 
NUTS 35 or archipelagos level. 

Maritime ports located in peripheral areas, provided their road-distance from another 
TEN-T port is at least 200 km on road (following the shortest road path). 

(5) 

Revise the selection of airports which are open to commercial traffic, according to at 
least one of the following specific criteria: 

Passengers:  Airports  with  an  annual  traffic  volume  exceeding  1  ‰  of  the  total 
annual EU air passenger traffic. This annual traffic volume represents the average of 
the  latest  three-years  totals  for  which  data  are  available  based  on  the  statistics 
published by EUROSTAT6.  

Freight: Airports with an annual traffic volume exceeding 2 ‰ of the corresponding 
total annual cargo handled in EU airports. This annual traffic volume represents the 
average  of  the  latest  three-years  totals  for  which  data  are  available  based  on  the 
statistics published by EUROSTAT7. 

Airports included in the comprehensive network as defined in Regulation (EU) No 
1315/2013  shall remain in  the comprehensive network if the annual  traffic volume 
exceeds 85% of the relevant threshold.  

Airports located on islands. 

Airports  located  in  peripheral  or  landlocked  areas,  provided  their  distance  from 
another  TEN-T  airport  is  at  least  100  km  (following  the  shortest  road  path)  or,  in 

3 

4 

5  

6 

7 

The data for the years  2017-2019 have been used. In absolute terms, this initial threshold amounts to 
392.993 passengers per year.  
The data for the years 2017-2019 have been used. In absolute terms, this initial threshold amounts to 
2,11 million tonnes per year for bulk cargo and 1,45 million tonnes per year for non-bulk cargo.  
Regulation (EC) N° 1059/2003 of the European Parliament and of the Council of 26 May 2003 on the 
establishment of a common classification of territorial units for statistics (NUTS) 
The data for the years  2017-2019 have been used. In absolute terms, this initial threshold amounts to 
1,45 million passengers per year.   
The data for the years  2017-2019 have been used. In absolute terms, this initial threshold amounts to 
30.429 tonnes per year.  

2 

 
 
 
 
 
 
 
 
                                                           
case there is a high-speed railway line in the region, at least 200 km (following the 
shortest road path). 

(6) 

For  inland  ports,  the  volume  threshold  is  set  at  500.000  tonnes.  Add  ports  that 
exceed  the  threshold  and  keep  the  inland  ports  as  defined  in  Regulation  (EU)  No 
1315/2013,  unless  there  has  been  a  significant  decrease  in  volumes  since  2013. 
Inland  ports  must  be  open  to  commercial  traffic,  and  located  on  a  TEN-T  inland 
waterway. 

(7) 

Add  any  multimodal  freight  terminals  which  provides  free  access  to  any  logistics 
operator and fulfils one of the following specific criteria: 

- 

- 

its  transhipment  volume  exceeds  800.000  tonnes  per  year,  or  it  is  planned  to 
reach these volumes by 2030.  

it  is  connected  to  three  TEN-T  modal  network  components  or  it  is  the  main 
platform  of  a  NUTS 2  region,  connected  to  two  TEN-T  modal  network 
components. 

In line with the action plan to be elaborated by Member States after the adoption of 
the new TEN-T regulation, further multimodal freight terminals could be added at a 
later stage.  

Identify the urban nodes that have a population of 100.000 or more inhabitants or, if 
in a NUTS 2 region there is not such an urban node with a population over a 100.000 
inhabitants, the main node of that NUTS 2 region.  

If  such  an  urban  node  is  not  yet  connected  to  the  TEN-T  network,  add  the 
respectively  rail  and  road  connections  to  connect  the  urban  node  to  the  TEN-T 
network.  
Following  the  establishment  of  military  requirements  approved  by  the  Council8, 
assess  the  civilian  use  of  the  military  network  elements  and  add  those  elements  to 
the  comprehensive  network  provided  that  ports,  airports,  terminals  and  inland 
waterways  meet  the  criteria  set  above  and  that  the  rail  and  road  sections  are  of 
civilian use too, without creating duplications in the network.  
Add  those  sections  of  the  Rail  Freight  Corridors9  that  are  qualified  by  the  Rail 
Freight Corridors as “principle”, “diversonary” or “ICM-lines” and are not yet part 
of the TEN-T network. 

Ensure that every outermost region, including their main islands, are connected via 
at least one port and one airport; add the road(s) on the main territory connecting the 
ports and airports.   

(8) 

(9) 

(10) 

(11) 

2. 

THE CORE NETWORK  

The  core  network  is  a  subset  of  the  comprehensive  network,  representing  the  strategically 
most  important  nodes  and  links  of  the  trans-European  transport  network.  Therefore,  only 
elements of the comprehensive network are selected for the core network. 

8  

9  

Military Requirements for Military Mobility within and beyond the EU, update (ST 10921/19), 4 July 
2019, approved by the Council on 15 July  2019 and consolidated with the remaining part on 19 July 
2019 (ST 11373/19). 
Rail  Freight  Corridors  are  identified  based  on  Regulation  (EU)  No  913/2010  of  the  European 
Parliament  and  of  the  Council  of  22  September  2010  concerning  a  European  rail  network  for 
competitive freight, OJ L 276, 20.10.2010, p. 22–32 

3 

 
 
                                                           
It  is  multi-modal  –  i.e.  it  includes  all  transport  modes  and  their  connections  as  well  as 
relevant ICT systems, in order to enable modal integration and multimodal operation. At the 
level  of  links,  exceptions  from  the  multimodality  principle  are  acceptable  only  where  a 
particular mode of transport does not exist (e.g. inland waterways in many relations, Member 
States or islands without rail). Further, a strong focus is given to interoperability within and 
across the modes. 

The core network is identified in the following steps: 

1. 

Identification of the main nodes of the Core Network: 

These  are  the  nodes  of  the  highest  strategic  importance  in  the  EU,  which  are 
identified in the first step of the planning procedure: 

– 

– 

– 

main nodes for passengers and freight, 

main nodes for freight only, 

main nodes for passengers only. 

There are two classes of main nodes: 

– 

– 

primary  main  nodes  (P),  fulfilling  the  corresponding  criteria  and  therefore 
selected before shaping the network, 

secondary  main  nodes  (S);  these  secondary  nodes  are  not  used  to  shape  the 
core network, but are identified on the basis of the core network shaped based 
on the primary nodes, except for the "last mile" link at local level. 

2. 

Identifying the links between the primary main nodes: 

Multimodal  links  are  selected  from  the  comprehensive  network  to  connect  the 
primary  main  nodes,  following  the  corresponding  (potential)  main  traffic  flows,  as 
specified in 2.2. 

Applying  this  methodology  on  inland  waterways  showed  that  almost  all  of  them 
would  be  part  of  the  core  network.  For  this  reason,  the  entire  inland  waterway 
network is considered part of the core network. 

The "European Maritime Space" is the maritime dimension of the TEN-T. As far as 
the links of the European Maritime Space fulfil the function of core network links or 
of  sections  thereof  (e.g.  linking  core  network  main  nodes  across  the  sea),  they  are 
considered part of the core network, as well.  

The  following  two  sections  set  out  the  criteria  to  identify  the  nodes  (Section  2.1.)  and  the 
links (i.e. the connections between the nodes) of the core network (Section 2.2.). 

2.1. 

The main nodes of the Core Network 

Primary nodes, which shape the network, are marked with (P), secondary nodes with (S).  

(a) 

Main nodes for passenger and freight traffic:  

The main nodes  for passenger and  freight  traffic  remain the ones identified in  EU  Member 
States  in  Regulation  (EU)  No  1315/2013;  the  lists  are  contained  in  Annex  I  and  II  to  the 
present document. These nodes were identified on the basis of the following criteria: 

A.1 (P)  The capital city of each EU Member State and cities with EU capital function;  

4 

 
 
 
 
 
 
 
A.2 (P)  Every "Metropolitan European Growth Area" (MEGA in the ESPON10 Atlas 2006);  

A.3 (P)  A conurbation or city cluster which, including the corresponding environs as defined 
by  the  corresponding  LUZ  ("Larger  Urban  Zones",  according  to  Urban  Audit  and 
EUROSTAT) exceeds 1 million inhabitants; 

A.4 (P)  The main city of an island or a of group of islands forming a NUTS 1 region with at 

least 1 million inhabitants; 

A.5 (P)  One  main  border  crossing  point  per  mode  between  each  EU  Member  State  with 
external  border  and  each  of  its  neighbouring  non  EU  Member  States  which  is  the 
one with the highest long-distance traffic flow. This does not apply to Norway and 
Switzerland, for which special  agreements  exist. Border crossing points only serve 
as  auxiliary  points  for  network  planning,  but  do  not  provide  any  other  core  node 
function. 

(b) 

Main nodes for freight traffic: 

B.1 (S)  A maritime or inland port or a road-rail terminal of an urban main node according to 

one of the criteria A.1 – A.4; 

B.2 (P)  A maritime or inland port with an annual transhipment volume of at least 1 % of the 
total transhipment volume of all EU Maritime ports, if interpolating linearly between 
bulk  and  non-bulk  complies  with  the  formula:  vb/tb  +  vn/tn  ≥  1  (where  vb  is  the 
volume  of  bulk,  tb  the  threshold  for  bulk,  vn  the  volume  of  non-bulk  and  tn  the 
threshold for non-bulk).  Maritime ports included  in  the core network  as defined in 
Regulation  (EU)  No  1315/2013  shall  remain  in  the  core  network  if  the  linear 
interpolation between bulk  and non-bulk  complies with  the formula:  vb/tb + vn/tn  ≥ 
0.95.  

(Maritime  ports  which  are  immediate  neighbours  and  together  fulfil  the  volume 
threshold,  even  if  individually  they  would  not,  may  be  considered  as  a  cluster,  if 
they  have  common  hinterland  connections,  except  for  the  "last  mile",  or  if  they 
cooperate  closely,  e.g.  under  common  management,  or  supplement  each  other  in 
function.) 

B.3 (P)  The largest maritime port (in terms of transhipment volume) along each continuous 
coastline ("façade") of insular Member States and non-insular NUTS 1 regions with 
access to the sea where no ports are classified according to the criteria B.1 or B.2. 
This  only  applies  to  such  façades  or  coastlines  relevant  at  European  scale  (e.g. 
peninsulas  longer  and  wider  than  200  km),  not  taking  into  account  detail  coast 
shapes. 

B.4 (S)  Inland  ports  which  have  interface  function  to  core  network  rail  links  for  freight 
and/or to maritime transport, to be connected to the corresponding modes. 

B.5 (S)  Maritime ports which are core inland ports according to B.4 and inland ports which 

are Maritime ports according to B.3. 

B.6 (S)  Road-rail terminals which are located in the area of branching or crossing points of 
core network rail links for freight or which are located in the neighbourhood (e.g. in 
the same town) of a core maritime or inland port.  

B.7 (S)  Airports with an annual airfreight volume of min. 1 % of the corresponding EU total. 

10 

ESPON = European Spatial Planning Observatory Network; MEGA = Metropolitan European Growth 
Areas (Cf. ESPON Atlas 2006) 

5 

 
 
 
 
                                                           
(c) 

Main nodes for passenger traffic: 

C.1 (S)  The main airport of each urban main node according to A.1 – A.4; 

C.2 (P)  Airports with an annual passenger volume of min. 1% of the corresponding EU total; 

C.3 (P)  The  cities  relative  to  core  network  Maritime  ports  according  to  the  criteria  B.2  or 

B.3, if their population exceeds 200.000 inhabitants in the corresponding LUZ; 

C.4 (P)  Core  network  Maritime  ports  according  to  the  criteria  B.2  or  B.3,  if  they  have  a 
relevant  bridgehead  function  for  passenger  ferry  connections  within  the  core 
network. 

2.2. 

The Links of the Core Network 

While for inland waterways the core network is identical to the comprehensive network, the 
following criteria apply on road and rail, only. The land-based core network links (road, rail) 
are complemented by the "European Maritime Space", to give due access to insular Member 
States and to shortcut connections to or between peninsulas. 

Core  network  links  are  of  highest  importance  for  long-distance  traffic.  They  thereby 
contribute to a more homogenous and balanced accessibility structure throughout the Union. 

(d) 

D.1 

D.2 

D.3 

D.4 

(e) 

E.1 

E.2 

E.3 

(f) 

F.1 

Links for passengers and freight: 

Neighbouring  urban  main  nodes  according  to  A.1  –  A.3  are  connected  with  each 
other  on  road  and  rail.  (Two  main  nodes  are  considered  as  "neighbouring",  if  the 
corresponding relevant (existing and/or potential) traffic flows between them follow 
a direct line, not passing through a third main node located somewhere in between.) 

More distant main nodes are thus indirectly connected with each other, by which the 
network is formed. 

In any case, each land border line between two neighbouring EU Member States is 
crossed by at least one multimodal core network link. 

Border  crossing  points  according  to  A.5  are  connected  with  their  corresponding 
hinterland main nodes according to A.1 – A.3, following the relevant traffic flows.  

Land connections may be supplemented by links of the "European Maritime Space", 
to connect insular Member States or urban main nodes on islands according to A.4 
with core Maritime ports of the mainland, or to shortcut detours around bays.  

Links for freight:  

Maritime  ports  according  to  B.2  or  B.3  are  connected  to  only  one  hinterland  main 
node each, following the most relevant traffic flows. Connections between ports are 
not  foreseen,  but  may  result  from  the  overall  itinerary  of  a  core  network  link.  In 
countries  with  railways,  hinterland  connections  of  core  network  ports  include  both 
road and rail. 

The local links of maritime or inland ports as well as of road-rail terminals according 
to B.1 and B.4 ("last miles") are considered part of the core network. 

The entire inland waterway part of the comprehensive network. 

Links for passengers: 

In  Member  States  which  have  railways,  airports  of  the  core  network  have  to  be 
connected to the rail network by end of 2030.  

6 

 
 
F.2 

For passengers, maritime port cities according to C.3 and maritime ports according 
to C.4 are connected to the same hinterland urban node to which the maritime port is 
linked for freight (according to criterion E.1). 

(g) 

Omission of links: 

Links according to D, E or F are not included into the Core Network, if:  

G.1 

G.2 

G.3 

the link does not exist ("missing link") and its implementation would not be justified 
by its functionality (e.g. as a link within a potential long distance transport corridor), 
or not be feasible by 2030; 

the link exists, but  does  not  comply  with  the  requirements of its intended function 
within the core network and its upgrading would not be justified by its function, or 
would not be feasible by 2030; 

the  link  exists,  but  the  corresponding  traffic  flows  between  the  relative  nodes  are 
negligible  (e.g.  because  of  long  distance  and/or  small  size  of  nodes)  or  can  be 
bundled  on  other  (parallel)  links  which  are  in  the  core  network  due  to  other 
functionalities;  

Applying  these  criteria  for  the  modes  individually  allows  deviating  from  the  principle  of 
multimodality at the level of links. Some links may comprise only road or rail. 

(h) 

H.1 

H.2 

H.3 

H.4 

Routing of the links:  

The  links  should  be  as  straight  and  direct  as  possible,  to  follow  the  relevant  long-
distance  traffic  flows,  to  enhance  effectiveness  and  efficiency  of  transport,  to 
support territorial cohesion and to contribute to the reduction of greenhouse gas and 
of air pollution as well as to sustainable land use. Exceptions are permitted to follow 
criterion D.2. 

Detours  would  be  justified  to  bypass  unavoidable  obstacles  and  ecologically 
sensitive  areas  (e.g.  Natura  2000  sites),  to  string  additional  smaller  cities,  airports, 
multimodal freight terminals, etc., and when so required to ensure the respect of the 
relevant  EU environmental legislation. With view to  an overall optimisation of the 
routing of a link, possible disadvantages due to additional detours must not exceed 
the benefits of improved regional or local accessibility. 

the 

links  should  follow 

Preferably, 
infrastructure  already  existing,  under 
construction  or  planned.  Traffic  flows  is  bundled  wherever  possible,  considering 
topographical  conditions,  environmental  impacts,  users'  needs  and  potential 
bottlenecks. 

Rail links may have different itineraries for passenger and freight transport, even at a 
larger  scale.  This  may  result  from  specific  technical  parameters  (gradients,  speed, 
…)  in  line  with  the  needs  of  passengers  and  freight  traffic,  from  particular 
operational situations to provide bypasses of nodal areas with high passenger traffic 
and from taking into account real cargo flows (even deviating from criterion D.1, if 
justified). 

3. 

THE EXTENDED CORE NETWORK  

In addition to the core network, an extended core network is identified in order to enhance the 
step-wise implementation of the TEN-T. For this purpose, sections of the comprehensive rail 
and road network have been selected to be realised by 2040.  

7 

 
 
The following sections compose the extended core network: 

1.  Sections  which  are  included  in  European  Transport  Corridors,  in  particular  the 

principal and diversionary lines of the Rail Freight Corridors11;  

2.  Sections  which  are  relevant  for  the  establishment  of  a  European  high  speed 

railway network and which cannot be realised by 2030; 

3.  Sections  which  are  necessary  to  establish  multimodality  along  the  European 

Transport Corridors.  

11 Rail Freight Corridors as provided for under Regulation (EU) No 913/2010 of the European Parliament and of 
the  Council of 22 September 2010 concerning a European rail  network for competitive  freight,  OJ L 
276, 20.10.2010, p. 22–32 

8 

 
 
 
 
 
                                                           
Annex I: List of urban nodes of the core network 

BELGIUM 

Antwerpen 

Bruxelles/Brussel 

BULGARIA 

Sofia 

CZECH REPUBLIC 

Ostrava 

Praha 

DENMARK 

Aarhus 

København 

GERMANY 

Berlin 

Bielefeld 

Bremen 

Düsseldorf 

Frankfurt am Main 

Hamburg 

Hannover 

Köln 

Leipzig 

Mannheim 

München 

Nürnberg 

Stuttgart 

ESTONIA 

Tallinn 

IRELAND 

Baile Átha Cliath/Dublin 

Corcaigh/Cork 

GREECE 

Athína 

Heraklion 

Thessaloniki 

SPAIN 

Barcelona 

Bilbao 

Las Palmas de Gran Canaria/Santa Cruz de 
Tenerife 

Madrid 

Palma de Mallorca 

Sevilla 

Valencia 

FRANCE 

Bordeaux 

Lille 

Lyon 

Marseille 

Nice 

Paris 

Strasbourg 

Toulouse 

CROATIA 

Zagreb 

9 

 
 
 
ITALY 

Bologna 

Cagliari 

Genova 

Milano 

Napoli 

Palermo 

Roma 

Torino 

Venezia 

CYPRUS 

Lefkosía 

LATVIA 

Rīga 

LITHUANIA 

Vilnius 

LUXEMBOURG 

Luxembourg 

HUNGARY 

Budapest 

MALTA 

Valletta 

NETHERLANDS 

Amsterdam 

Rotterdam 

AUSTRIA 

Wien 

POLAND 

Gdańsk 

Katowice 

Kraków 

Łódź 

Poznań 

Szczecin 

Warszawa 

Wrocław 

PORTUGAL 

Lisboa 

Porto 

ROMANIA 

București 

Timișoara 

SLOVENIA 

Ljubljana 

SLOVAKIA 

Bratislava 

FINLAND 

Helsinki 

Turku 

SWEDEN 

Göteborg 

Malmö 

Stockholm 

10 

 
 
 
 
Annex II: Core network border crossing points to neighbouring countries 

EU Member State 

Neighbouring Country 

Border Crossing 
(Road) 

Border Crossing 
(Rail) 

FINLAND 

ESTONIA 

LATVIA 

RUSSIA 

RUSSIA 

RUSSIA 

BELARUS 

LITHUANIA 

RUSSIA 

BELARUS 

POLAND 

RUSSIA 

BELARUS 

UKRAINE 

Vaalimaa 

Luhamaa 

Terehova 

Pāternieki 

Kybartai 

Medininkai 

Grzechotki 

Kukuryki 

Korczowa 

Vainikkala 

Koidula 

Zilupe 

Indra 

Kybartai 

Kena 

Braniewo 

Terespol 

Przemyśl 

SLOVAKIA 

UKRAINE 

Vyšné Nemecké 

Čierna nad Tisou 

HUNGARY 

UKRAINE 

Beregsurány 

CROATIA 

SERBIA 

SERBIA 

BOSNIA AND 
HERZEGOVINA 

MONTENEGRO 

ROMANIA 

UKRAINE 

MOLDOVA 

SERBIA 

BULGARIA 

SERBIA 

FYROM 

TURKEY 

GREECE 

ALBANIA 

FYROM 

TURKEY 

Röszke 

Lipovac 

Svilaj 

Záhony 

Kelebia 

Tovarnik 

Slavonski Šamac 

Karasovići 

/ 

Siret 

Ungheni 

Vicșani 

Cristești Jijia 

Stamora Moravița 

Stamora Moravița 

Kalotina 

Gueshevo 

Svilengrad 

Kakavia 

Evzoni 

Kipi 

Kalotina 

Gueshevo 

Svilengrad 

Krystallopigi 

Idomeni 

Pythion 

11