CELEX: 51994PC0106
Language: en
Date: 1994-04-07
Title: Proposal for a EUROPEAN PARLIAMENT AND COUNCIL DECISION on Community guidelines for the development of the trans- European transport network

COMMISSION OF THE EUROPEAN COMMUNITIES
                                                    COM(94) 106 final
                                                    Brussels, 07.04.1994
                                                    94/0098 (COD)
                         Proposal for a
      EUROPEAN PARLIAMENT AND COUNCIL DECISION
        on Community guidelines for the development of the
               trans-European transport network
                 (presented by the Commission)
 ---pagebreak---                            EXPLANATORY MEMORANDUM
SUMMARY
The guidelines presented here implement, for the transport sector, the provisions set out in
Chapter XII of the Treaty on trans-European networks.
They also take into account the concepts and statements regarding the development of the
Common Transport Policy. The importance of the network development has been specially
underlined during the last three European Summits, and in particular the European Council
of Brussels in December 1993, with the White Paper on Competitiveness, Growth and
Employment.
The guidelines are formally addressed to the Member States, but the Community institutions
as well as financial bodies and private investors are also concerned.
The guidelines initiate a process as a first attempt by the Community, through a better
knowledge of the economic, social and cultural factors involved in transport demand and its
consequences, to give itself the means to adapt and modify the existing strategies in a self-
correcting exercise, including other Community policies.
This process begins with the present Decision proposal based on existing information and
patterns of development for the different modes in the different Member States and will tend
gradually to incorporate and integrate that variety of thinking and action including the several
time horizons. For this purpose, a close cooperation between the Commission and the
Member States is foreseen, notably through the Committee on Infrastructure.
The guidelines comprise:
-   network schemes for the various transport modes, which illustrate the present status and
    how the network should develop progressively up to the year 2010,
    broad lines of measures forming a development process leading to a network for transport
    which is able to respond adequately to the needs of the coming decades,
    criteria and a procedure for the identification of projects of common interest to implement
    the envisaged measures.
The guidelines are aimed at:
    the completion of a single trans-European transport market by identifying the way to
    achieve adequate infrastructures, which promotes efficient and safe transport services
    under the best possible environmental and social conditions,
    paving the way to sustainable mobility for persons and goods across Europe,
    improving accessibility and strengthening economic and social cohesion,
 in order to give full benefit to citizens, economic operators and regional and local
 communities from the setting-up of an area without internal frontiers.
 ---pagebreak--- The present view of the Trans-European Transport Network gives the following results for
the different modes:
-   Road: 58 000 km of roads are deemed to be considered of trans-European nature. Out
    of that amount, actions foreseen by Member States include realignment, upgrading and,
    mainly in the periphery, construction of new links.
- Rail: The rail network comprises around 70 000 km of lines. 23 000 of these lines
    belong to the High-Speed Rail Network either as new lines or as improved ones for
    speeds of 200 km/h and more, generally connecting the big urban centres of the
    Community.
    The other lines are for the use of the Combined Transport Services or to give access to
    regions or ports.
- The inland-waterway network comprises 12 000 km of navigable inland waterways.
- The combined transport network links will consist of corridors and well -developed
    intermodal platforms for efficient transshipment of goods between rail, road, inland
    waterways and maritime shipping.
 - Criteria to select projects to improve the position of ports in the transport chain, and the
    efficiency of their operations, and thus make a significant contribution to the development
    of the trans-European network for transport and the position of maritime transport in
    Europe.
 - Approximately 250 airports are identified as of Community interest; in these cases
    specific projects will contribute to improve their effectiveness and capacity.
 - Traffic management and control systems This aspect is closely linked with the efficiency
    and security of the transport system as a whole, and its strategic character makes it a basic
    instrument for the development of the network and its elements. It is in this sense that
    a high quality standard radio navigation system for Europe, eventually based on satellites,
    will support the effective functioning of the network,
    while through the interconnection and integration of modes in a progressive way synergy
     effects will be stimulated which allow higher efficiency, higher safety standards, improved
     services to transport customers and less impact on the natural environment under
     economically viable conditions.
 For this purpose, the guidelines replace the mode-oriented approach taken in the past by
 Council Decisions 93/628-630/EEC of 29 October 1993 on networks for roads, inland
 waterways and combined transport.
 The completion of the trans-European network for transport requires an investment volume
 of at least ECU 200 billion over the next 15 years; the most urgent measures until the
 year 2000 will, as part of it, require ECU 220 billion. One way of securing these investments
 seems to be to complement public investments by private/public partnership projects for
 which administrative, legal, organizational and financial issues have to be solved. The
 Christophersen Group is examining particular problems involved in this approach. The
 guidelines shall contribute to facilitating these investments by identifying and initiating
 measures which will help to clarify the choices.
 ---pagebreak--- A. INTRODUCTION
Intention of the Decision
1.   The Treaty lays down in its Article 129b, first paragraph, that "the Community shall
     contribute to the establishment and development of trans-European networks in the areas
     of transport, telecommunications and energy infrastructures". Article 129c, paragraph 1,
     first indent continues: "In order to achieve this, the Community shall establish a series
     of guidelines covering the objectives, priorities and broad lines of measures envisaged
     in the sphere of trans-European networks; these guidelines shall identify projects of
     common interest". For the implementation of these provisions, the Treaty provides for
     a European Parliament and Council co-decision procedure following consultation of the
     Economic and Social Committee and the Committee of the Regions.
     These provisions establish trans-European networks as a formal framework for
     Community action on transport infrastructure complementing Title IV of the Treaty which
     addresses more specifically the policy for the transport services in the Community. They
     give a clear definition of the aims, prospects and limitations of Community involvement
     in the sphere of transport infrastructures.
2.   As announced in the Commission Communication in December 1993(1), the Community
     Guidelines "for the development of a trans-European network for transport" proposed
     here, will, for the transport sector, implement the above provisions in the Treaty.
3.   These guidelines will make an initial attempt to collate transport mode-oriented network
     guidelines into one comprehensive description giving the Union in 1995, a vision of the
     outline for a single trans-European network for transport over a time scale of about 15
     years.
4.   The guidelines provide for actions which allow to develop the network concept in the
     forthcoming years. This requires in particular the start of an integrated process which
      stimulates the use of different transport modes according to their* comparative advantages.
     This process will lead to a network which is optimized also for its environmental aspects.
     This process involves the Community institutions and the Member States and consists of
      a permanent refinement of common knowledge and network design.
5.   The White Paper on the future development of the common transport policy(2) also
      stresses that transport infrastructures are essential for the completion and operation of the
     internal market and for achieving economic and social cohesion in the Community. They
      are also beneficial for economic growth and employment. The European Councils in
      Edinburgh, Copenhagen and Brussels fully recognized their significance and underlined
     the prime importance of trans-European infrastructure networks in particular for economic
      recovery in Europe. The Commission White paper on economic growth competitiveness
 (i)
      COM(93) 701, published on 21 December 1993.
 (2)
      COM(92)494.
 ---pagebreak---      and employment, published in December 1993(3) and presented to the European Council
     in Brussels held on 10-11 December 1993, therefore includes a list of strategic projects
     related to the establishment of the trans-European network for transport.
6.   In presenting guidelines for the various modes of transport in one Decision, the
     Commission is pursuing its policy of defining a Community framework for developing
     the trans-European transport infrastructures for the benefit of a common transport market
     in the Community. This approach is demanded by the Council Decisions of 29 October
      1993 establishing the network on roads, combined transport and inland waterways(4). In
      1991 the Romera report had already requested the Commission to examine and coordinate
     the network plans for all modes of transport^.
7.   Furthermore, such guidelines are to be considered as the reference framework for public
     authority action, as well as for other economic or social actions. They will serve as a
     coordinating tool for the Community financial instruments; the Commission is also
     responding herewith to the report of the Court of Auditors regarding the financing of
     transport infrastructures (Section V, notably 6.6 and 6.7)(6).
The context of the Decision: towards a common transport market and system
8.   The transport sector contributes about 6% to the GDP of the European Community and
     plays a crucial role in the functioning of the internal market. Its present sectors, i.e. road,
      rail, water, or air, have developed differently against a background of different strategies
      and policies among national, regional and local institutions, authorities and
      administrations and inconsistent attitudes to competition between the different modes of
      transport. This has resulted in unbalanced cost and price structures, accounting practices,
      responsibility regulations, safety and environmental standards. However, the common
      transport policy requires that all efforts shall be made to make transport costs effective,
      friendly to the environment, safe and sustainable for the future. This implies that the
      different modes of transport not only compete in this market but also make use of their
      complementary natures and comparative advantages.
9.    Transport is an important instrument for the cohesion policy of the Community, as it
      ensures the flows of goods and persons on the links between the regions and the activity
      centres of Europe.
 10. The Treaty requires the environmental policy to be a common factor in other Community
      policies. The White paper on "The Future Development of the Common Transport
      Policy" has already addressed this issue, and the Commission, as announced in its
      Communication^, will take up the environmental strategic assessment as part of the
 (3)
      Bulletin of the European Communities, Appendix 6/93.
 (4)
       Council Decisions of 29 October 1993 (93/628-63 0/EEC), OJ No L 305, 10.12.1993
 (5)
      Romera Report A3-0161/91 on "Common policy in the field of transport infrastructures".
 (6)
       O J N o C 6 9 , 11.3.1993.
 (7)
       COM(93) 701, published on 21 December 1993.
 ---pagebreak---     future network development. This together with a socio-economic assessment will be part
    of the basis for revising this Decision.
11. Consequently, a common transport market must be developed as an open market in a
    competitive environment which enables citizens of the Union, economic operators and
    regional and local communities to derive full benefit from the setting-up of an area
    without internal frontiers with a wide range of operators and users acting on the basis of
    common rules.
12. This common transport market has two parts: The passenger market (including
    individual transport) and the freight market. Both parts, using a common infrastructure,
    can be further broken down into: the local and regional transport market serving citizens'
    demands for mobility in the neighbourhood of their homes and for their daily commuting
    between home and work and serving business demands for transport in the -vicinity of
    their economic activities and the trans-European transport market serving citizens'
    demands for free circulation across Europe for themselves and/or their goods in long-
    distance haulage. These markets also serve the national needs.
13. For the common transport market, the existing infrastructure for transport by rail, water,
    road and air must be refurbished: Up to the year 2010, an investment volume of
    ECU 400 billion is estimated and, as part of this, projects costing ECU 220 billion have
    been identified for implementation up to the year 2000.
14. A future trans-European network for transport forms the basic infrastructure of the trans-
     European transport market. Such a network should integrate the infrastructures for the
  * various modes of transport and comprise management services which allow for an
     optimal use of the network.
15. The degree of integration of the various transport modes into one multi-mode network
     will be determined by their contribution to the required service and infrastructure features
     of the common transport market and its parts according to socio-economic, technical,
     environmental and safety criteria. Such an integrated network should allow the
     infrastructure providers, owners and operators to optimize their own approach, while
     allowing transport service users and customers to make their best choice regardless of
     mode considerations.
16. However, the fully-fledged concept of a single multi-mode trans-European network for
     transport is yet to be developed in a gradual process. This concerns also the use of
     pipelines. Pipelines are addressed in the context of the trans-European network for
     energy; however, for other suitable goods they might be an interesting means of transport
     as well. Their outstanding low impact on the environment might well induce a stronger
     development of this transport mode.
 ---pagebreak--- 17. This leads to the following conclusion: transport is:
         a fundamental tool of communication and supply for the Community;
         a vital and strategic element for Europe's economic and social development and
         welfare;
          an important sector of the internal market.
    Therefore, the Community must establish adequate transport infrastructures that allow
    efficient and safe services under the best possible environmental and social conditions.
B. COMMUNITY ACTIONS AND SUBSIDIARITY
18. The Community actions envisaged here can be analysed in terms of subsidiarity
    principles by answering seven basic questions.                               - -
(a) What are the objectives of the envisaged Community action in relation to the obligations
    of the Community?
    By this action, the Community responds to the obligations issuing from Chapter XII of
    the Treaty.
    The proposed Community action in the area of the trans-European network for transport
    contributes to several objectives of the Community: inter alia to economic growth, the
    internal market and the integration of the Community territory, to the strengthening of
    social and economic cohesion, to cooperation with third countries in Europe and the
    Mediterranean basin. More specifically, the proposed Community action will contribute
    to the integration of the various modes of transport into one single trans-European
    network for transport serving as an infrastructure for high-quality transport services
    ensuring sustainable mobility of people and goods under the best social and
    environmental conditions.
(b) Does the envisaged action relate to an exclusive competence of the Community or a
    competence shared with the Member States?
    The envisaged action relates to shared competence between the Community and
    Member States.
(c) What is the Community dimension of the problem (e.g. how many Member States are
    involved and which solution is in place now)?
    To improve the present situation, Community action is needed on:
          the visibility of the overall development needs of the transport networks in the
          Community as a whole and beyond, in a multimodal perspective which ensures that
          the capacities and inherent problems of each mode are taken into account (drawing
          up guidelines and network schemes);
 ---pagebreak---          the conditions of interconnection (completing the missing links) and interoperability
         of existing national links (e.g. ensuring technical harmonization) in order to ensure
         their total efficiency at Community level;
         the development, consistent with existing networks, of new networks where their
         absence causes isolation (integrating landlocked, island or isolated regions) or
         hampers the development of part of the Community's territory (participation in the
         internal market).
    The task of setting up guidelines should be carried out at Community level but it is for
    the Member States to determine the precise details, the specific timing and the pace of
    completion of the infrastructure required to achieve the network defined. In accordance
    with the subsidiarity principle, the nature of the guidelines leaves Member States to act
    within their national activity plans and financial constraints, but their actions must be
    coherent with the guidelines which have been established at Community level.
    The incentives at the Community's disposal must make it possible to help reduce certain
    constraints at national level and convince a Member State, if necessary, to carry out a
    project which is within its field of competence and is of common interest. It is in this
    spirit that Community financing will favour measures for support or incentives.
(d) Which solution is most efficient in comparison between Community measures and
    measures of the Member States?
    The proposed Community action integrates efforts of the Member States with a view to
    providing an appropriate infrastructure for a common transport market in the Community.
    The proposed Community action complements similar actions in the Member States,
    namely the establishment of network plans or outlines and investment plans.
(e) What added value does the proposed Community action provide and what are the costs
     of no action?
     The added value of the Community action is to be seen in the improvement of transport
     services across Europe when the required investments according to the guidelines have
     been made. This contributes to a better functioning of the internal market and to the
     social and economic cohesion of the Community and enforces the citizen rights of the
     Union, namely the free movement of goods and people.
     The costs of no action would be insufficient and inefficient transport infrastructures for
     the requirements of the future which would result in low quality transport services,
     leaving the present disparities in social and economic terms of the Community regions
     in place.
 ---pagebreak--- (f) Which kinds of action are at the disposal of the Community (recommendations, financial
     assistance, regulation, mutual recognition, ...)?
     In this area, there are a range of actions available to the Community. As regards the
     establishment of the guidelines, a Decision is proposed which sets out network outline
     schemes and identifies projects of common interest; a financial regulation will give a
     framework for Community support to projects of common interest; the cohesion fund and
     the regional fund will provide financial support for certain Member States for the
     implementation of projects of common interest; specific directives will address the
     interoperability on the network; the Community framework programme for R&D will
     provide support for necessary research work.
(g) Is uniform regulation necessary or is it sufficient to draft a directive which outlines the
     general objectives while execution is left to the Member States?
     A uniform action is necessary in order to define the guidelines including objectives and
     the broad lines of measures for establishing the trans-European network for transport.
     However, detailed planning investments are done by Member States or regional or local
     bodies.
C. COMMENTS ON THE ARTICLES OF THE GUIDELINES
 19. The Community guidelines constitute the foundation for Community actions on transport
     infrastructure, actions carried out both by the Community institutions and by the Member
     States following entirely the subsidiarity principle. While in Section 1 the objectives for
     building the network, the elements for a future trans-European network for transport and
     the broad lines of measures are all covered, and the general rules for projects of common
     interest are set out, Sections 2 to 9 deal with specific characteristics of single-mode
     networks and criteria for the identification of projects of common interest specific for
      such networks or elements of it.
Section 1: General principles
Objectives (Article 2)
 20. The objectives specify the general objectives set out by the Treaty, notably
      interconnection of networks, interoperability and access to the networks, for the area of
     transport. By gradually implementing the guidelines it is intended to establish a single
     trans-European network for transport which includes transport by land, sea and air. By
      completing the network, the aim of sustainable mobility will be fulfilled, an essential
      element of the Common Transport Policy, all network users benefiting from high-quality
      services offered on the network in a space without internal borders under acceptable
      economic conditions. Integrating the network means interconnecting the various modes
      of transport by appropriate intermodal links, upgrading the different elements as a
      function of their comparative advantages, and installing the necessary management to
      help to use the network in the most efficient way with respect to safety, traffic flows,
      costs and environmental impact.
 ---pagebreak--- 21. The network covers the territory of the Community and links the large urban areas with
      the regions of the Community. The network improves accessibility in the Community
      in an appropriate way by interconnecting, in particular, island and other isolated regions,
      and the peripheral regions with the central regions. The network includes also
      interconnections, where appropriate, with the neighbours of the Community: the EFT A
      countries, the countries of Central and Eastern Europe and the countries around the
      Mediterranean sea.
Scope of the network (Article 3)
22. The network is composed of the physical infrastructure for axes (routes, lines) and nodes
      (intra- and intermodal links) supported by non-material elements like services,
      e.g. management systems: the infrastructures are roads, railways, waterways, ports,
      airports, intermodal platforms, product pipelines; the services which "ensure the
      functioning of these infrastructures are in particular traffic management and control
       systems(8) for the different modes facilitating their individual and integrated operations.
       The items forming the network are for the purpose of this document called the elements
       of the network. Each of these elements is addressed in Sections 2 to 9 of the Decision
       for their specific characteristics.
Broad lines of measures (Article 4)
23. The broad lines of action which the Community would envisage in the field of the trans-
       European Network for transport, take a number of forms, all of which are designed in
       their different ways to contribute to the objectives set out in the Decision. These lines of
       action are seen as tools to stimulate interest and involvement in the networks at all levels,
       not only at the Community and national levels but also at regional and local level,
       through both public intervention and through private investment. For the immediate
       purposes of this Decision, the two most important lines of action, which are, indeed, the
       foundations of all future actions are:
             development of network schemes;
             identification of projects of common interest.
        1.   Development of network schemes
 24. These guidelines present for the first time the network schemes for all elements, except
       for pipelines(9), simultaneously. The details for each mode are to be found in Sections 2
       to 9 of the Decision. A set of maps in Annex I shows the network scheme for all
        elements; on these maps, ports are shown only where they link to the network(10) The
 (8)
        Most of these systems will be using the latest developments that information
        communication technologies (telematics) offer. A Communication will further address
        the basic requirements for the deployment of telematics.
 (9)
        The considerations regarding pipelines as means of transport are premature; for energy
        carrier transport they are contained in the guidelines for the trans-European networks for
        energy.
 (10)
        The fact that ports are shown on the maps does not indicate that ports not shown are less
        significant.
                                                   10
 ---pagebreak---       present distribution of airports is included as well, divided into three different categories
      of Community importance. For each element of the network, individual and integral maps
      illustrate the schemes and distributions on the territory of the Community. Finally, two
      maps indicate the interconnections with the neighbours of the Community and the priority
      corridors on the territories of these neighbours.
25. The schemes are established in such a way that the individual networks within the
      framework for their integration are as complete as possible after about 10 to 15 years
      containing all links which seem economically necessary and viable. However, the outline
      of the network at present does only take into account the present status of discussion. The
      process being commenced by this Decision might require a revision of the network
      development schemes as presented here. For this purpose, the Decision shall be revised
      after at latest five years as foreseen in the final provisions of this Decision.
      The network development and completion will be undertaken mainly by investments of
      the Member States having recourse whenever they judge it to be necessary for private
      financing, to which the Community may contribute through its financial instruments.
      These investments will be made according to the availability of appropriations; it is
      understood that investments in those projects which help to complete the network should
      have priority.
26. A basic railway network of 70 000 km of lines including the high-speed railway network
       of 23 000 km will at the end connect the major part of the Community allowing train
       services at a speed of more than 200 km/h between the major activity regions of the
       Community. The road network of 58 000 km will be complete: to that end about
       15 000 km of the road network, mainly in the Member States eligible for the cohesion
       fund, must be realigned and upgraded to high-quality standard. The inland-waterway
       network will comprise 12 000 km of navigable inland waterways (>= class IV(11)) and the
       combined transport network links will consist of 23 000 km of railways being completed
       by building by-passes round conurbations in order to improve connection times. Traffic
       management and control systems will help to maintain the smooth movement of people
       and goods by road, rail, water and air. A high-quality standard radio navigation system
       for Europe, also based on satellites, will support the proper functioning of the network.
       2.   Identification of projects of common interest
27. Projects of common interest, help to further develop the network. They are identified
       through criteria, specifications and/or geographical information about the links to be
       addressed.
28. To be of common interest projects must show potential economical viability and they
       must contribute to one of the priority actions listed in Article 5. Elements of the network
       might require additional specifications; they are addressed in Sections 2 to 9 of the
       guidelines.
 (,,)
       ECE/UN Resolution No 30 of 10-12 November 1992.
                                                  11
 ---pagebreak--- 29. Each project shall be globally assessed in view of the previous paragraph in the
      appropriate framework taking into account environmental and safety aspects, and
      analysing its contribution to social and economic cohesion (e.g. by a cost/benefit
      analysis).
30. Projects which connect the network to third countries shall be considered in the
      framework of the agreements with the third countries concerned, so that these projects
      are recognized as being of mutual interest (see 39).
31. These guidelines identify projects as being of common interest if they contribute to the
      goal of interoperability. However, single projects might not be sufficient and specific
      actions might be necessary. This is obvious if one wishes to improve the interoperability
      of the railway networks, specifically their energy supply systems or their control and
      command systems. For this purpose the Commission will, following Article 129c, first
      paragraph, second indent, introduce proposals for specific actions in due time such as the
      interoperability directive for high-speed trains(I2). Proposals in other fields will follow as
      the need emerges. Since such interoperability actions will be covered by other proposals
      they are only mentioned in these explanatory notes to complete the picture.
Complementary actions
      3.    Follow-up of the coherence and complementarity of the financial interventions
32. A key to the further development of the transport sector into a service market is the
       attraction of private investors. Only if private investors .share the investment risks can
      market forces really develop. As a further step in this direction, the approach of a
       private/public partnership has been developed in the White Paper on growth,
       competitiveness and employment, presented to the Council of the European Union in
       Brussels, December 1993. This is the main subject of the group of personal
       representatives of Heads of State and Governments under the chairmanship of Vice-
       President Christophersen.
 33. The guidelines provide a framework reference for financial support by the Community
       financial instruments and an indication to the public authorities, the financial institutions
       and private investors.
 34. Projects which have proven their economic viability shall be examined for possible
       private financing or for a public/private partnership. Mature projects will be given
       priority. This is addressed to the Member States, when their investment programmes are
       set up.
 35. For financial contributions to projects of common interest, as identified in this Decision,
       the Council Regulation laying down general rules for the granting of Community
       financial aid in the field of trans-European networks, as proposed by COM(94) 62, and
 (12)
        COM( )       , "Proposal for a Council Directive on the interoperability of the High-Speed
       Rail Network.
                                                  12
 ---pagebreak---      Cohesion fund are of particular value notwithstanding other funds like ERDF for
     transport(13) and the Community loan facilities, notably of the EIB. Also, the new
     European Investment Fund (EIF) can be used for guarantees.
36. In this context, one should mention that many projects of common interest, e.g. port
     projects or airport projects, will be financed privately or in public/private partnership. For
     these projects, the qualification "of common interest" has its own value. In this context,
     the proper evaluation of the economic viability of a project, for which general methods
     for the different infrastructures are not fully available as yet, is extremely important.
     4.    R&D measures
37. The fourth framework programme of the Community for research and development
     identifies transport related research as an important item within different-specific
     programmes (telematics, industrial technologies, energy) and comprises a specific theme
     for transport. For this theme, a specific programme has been developed in support of the
     common transport policy. This specific programme with a volume of ca ECU 240 million
     contains the necessary topics covering the needs for the further development of the trans-
     European network for transport. In particular the strategic research will cover forecasting,
     modelling and scenarios on a European level which will help to get the necessary
     knowledge on future transport plans. The Commission will ensure that the results from
     this and from the other specific programmes are introduced into the decision-making
     process as soon as they become available. In that connection, the assessment of the
     comparative advantages of the different modes with respect to the overall objective of
      sustainable mobility will become possible. COST(14) will also help to introduce results
      emerging from Member States' efforts into the development process.
      5.   Cooperation and conclusion of appropriate agreements with third countries
           concerned by network development
38. The EFTA Member States last year took part in all the discussions of the working parties
      of the Commission in preparing the network plans for the individual elements of the
      network. In the framework of the Crete conference(15) discussions took place with the
      countries of Central and Eastern Europe. In future, this dialogue has to be extended to
      the Mediterranean countries. Through this dialogue, concrete actions for proper
      interconnections between the Community and these countries have been or will be
      identified. Projects of common interest (Article 129c, first paragraph) will receive
      particular attention with a view to preparing proposals under Article 129c, third
      paragraph, EC in due time.
      Special attention will have to be given to the countries associated with the Union in this
      context in order to make progress with the implementation of the relevant provisions of
      the European agreements.
(,3)
      Council Regulation (EEC) No 792/93, OJ No L 79/74, 1.4.1993.
(14)
      COST. The European Cooperation in the field of Science and Technology.
(15)
      See conclusions of the Conference on 13-15 March 1994, in Crete, Greece.
                                                  13
 ---pagebreak---     6.    Initiatives with Member States for the follow-up of the objectives
39. In general, Member States will also support these projects in helping to accelerate their
     administrative execution and handling by regional and local authorities.
     Article 129c, second paragraph, asks Member States to coordinate amongst themselves
     vis à vis the trans-European networks. For this coordination, the Community will take
     any action necessary to promote it.
40. The Commission will carefully follow the implementation of the guidelines. For this
     purpose, it will use the Infrastructure Committee as the coordinating body between
     Member States in order to transmit the common priorities into the national programmes.
     The Commission will, for its annual progress report, invite Member States to report on
     their actions for implementing the guidelines in their transport networks. The"Committee
     will address in particular the progress in the multimodal concept requested by the
     guidelines.
     7.    Promotion of the collaboration of all interested parties
41. Infrastructure projects may involve public administrations at different levels and/or
     private promoters. The Commission may take initiatives as appropriate to foster the
     collaboration between the different promoters of a specific project for the benefit of
     network implementation. Particular attention should be given to the legal, administrative,
     financial and organizational aspects.
     The above will be especially significant for those projects to be financed through a
     public/private partnership, as suggested by the Commission White Paper on "Growth,
      Competitiveness and Employment".
      8.   Further actions for development of the network and its elements in view of the
           requirements of the objectives set out in Article 2
42. Transport is considered to be an important tool to improve the cohesion of the
      Community. Knowledge on the relations between the provision of transport infrastructure
      and the impact on the territory will be improved through appropriate studies and ex-post
      analyses. In particular, access to the trans-European network and the links to regional
      and local infrastructure need careful examination for the optimization of the network.
 43. The Common Transport Policy has to address environmental measures in accordance with
      Article 130r of the Treaty. Infrastructure measures influence this policy and the design
      of the future trans-European network for transport should contribute to the environmental
      objectives set out by the Community. This requires in the first place standardized and
      accepted evaluation methods of the impact of the network on the natural environment
      and on living conditions. Such methods have to be incorporated into the strategic
      environmental assessment which will accompany the development of the network. In the
      follow-up of such assessments, design methods for the network need to be laid down
                                                14
 ---pagebreak---      which allow negative environmental impacts of the network to be reduced as part of the
     objective of attaining sustainable mobility.
44. Key elements for the future trans-European network for transport are the intermodal
     nodes of the network, the terminals or mode interfaces which allow easy transfer from
     one mode of transport to another or transfer to the commuter routes on which passengers
     or goods are transported to their final destination. For the interfaces between maritime
     transport and land transport, ports are specifically addressed in these guidelines. For the
     interfaces between air and land transport, airports are described. Intermodal platforms
     between different modes for freight transport are covered by the combined transport
     description. However, for the other links, e.g. high-speed trains and air-transport, or
     freight terminals including inland ports, work is in progress and such nodes will be
     included in the guidelines at a later stage, contributing to the further development of the
     network. The Community considers non-discriminatory access to be a key feature of
     these nodes.
45. The operation of the trans-European network for transport will maintain the freedom of
     the user to make his own choice as to:
           which path in this network he will take;
           what type of services should be allocated;
           which and how many modes he wishes to use;
           what his time scales are;
           what price he is willing to pay
     while through the interconnection and integration of modes, synergistic effects will be
     stimulated to allow higher efficiency, higher safety standards, improved service to the
     customer and less impact on the natural environment.
46. On the future trans-European transport market, the mode-specific transport operators will
     compete with each other using the network infrastructure provided by the network
     operators. Their infrastructure costs must in the long run be accounted for in a similar
     manner for each mode in the network taking also into account the external costs and
     charged to the transport operators as fees. It is of utmost importance that the shippers'
      logistics systems enable the various shipping costs to be accounted for as a function of
     the transport chain chosen in order to optimize the costs according to the requirements
      of the goods to be transported in accordance with the business criteria of the shipper, the
     time available, the price level, preferences for specific modes, etc. The rules on how
      infrastructure costs should be charged to users so that there are equal conditions across
     the Community remains an issue of the development of the common transport policy
      even after the adoption in October last year of rules for the road haulage sector06*.
47. The development of the Common Transport Market is in full swing; its adequate parts
      have still to be identified and therefore adequate statistical data on traffic flows is not yet
      sufficiently available on the European level. This is also due to the fact that cross-border
(I6)
      Council Directive 93/89/EEC of 25 October 1993.
                                                  15
 ---pagebreak---     statistics vanished before other methods to collect data on trans-European transport were
    fully developed and in place. Forecast methods are still under development and the
    influence of the economic developments east of the Community can only be guessed at.
48. The future trans-European network for transport will be developed on the basis of the
    modal networks and elements addressed specifically in the guidelines. While these modal
    networks and elements will develop further according to their own requirements,
    additional optimization criteria which address the intermodal aspects and effects across
    the modes will be brought in once the multi-modal concept has been further developed.
    The proposed guidelines therefore constitute the framework under which the development
    of the modal networks towards the trans-European network for transport will be carried
    out. This also requires an examination of whether and how product pipelines have to be
    included in the network.
49. A specific action plan is envisaged for the introduction of telematics systems and services
    in transport:
  Actions leading to the conception, the development and operation of transport and
             traffic management systems in the network on a European scale
    For the adequate, efficient and safe use of the physical infrastructure of the trans-
    European transport network, its management needs to be improved. The major upgrading
    measures required for air, maritime, inland waterways, rail and road transport will also
    have to involve the intensive use of tools and services offered by information and
    telecommunication technologies (Telematics), in addition to organizational,
    administrative, legal and other measures. In promoting the use of telematic tools on a
    network basis in transport, the complementarity of action under the transport network
    guidelines with other Community actions will have to be taken into account.
50. A key action when creating the Trans-European Network for Transport will be to set up
    an information and management system appropriate for the transport sector so that the
    user (passenger and industry) will be much better informed on the various options offered
    by the network in terms of the above criteria.
     Such a system must be considered as part of the network transport infrastructure, and
     parts of wider telecommunication and information networks might be used. This does
     not mean necessarily that only one technical system will deliver the services. But any
     system acting for the transport sector must be interoperable with any other system
     accepted in the transport network.
51. In order to address these challenges, the Community has launched major research and
     development programmes under the 2nd and 3rd Framework Programmes and will
     continue its activities in the 4th Framework Programme. The encouraging results now
     emerging mean that steps can be taken to exploit the use of these tools.
                                               16
 ---pagebreak---    Evolving telematics tools for the road-transport network based on different
   communication media such as the radio data system-traffic message channel of
   broadcasting, the cellular mobile telephony and short range two-way communications
   open up new possibilities for efficient use of the network. Technical developments and
   the Council Decision of 29 October 1993 on the trans-European road network have given
   the Commission the impetus to prepare an action plan for the road network and traffic
    management.
    The present incompatibilities of national railway networks are major technical barriers
   to trans-European rail services. Recent technical developments, in particular for high-
    speed trains, offer the interoperability tools which should be incorporated into railway
    management as soon as they become available through control command systems.
    Similarly, the request for better surveillance of vessels in European waters carrying
    dangerous goods has resulted in the preparation of an action plan on Vessel Traffic
    Services (VTS) which will be ready by 1994.
    Congestion in air traffic is to a large extent caused by the incompatibility of the traffic
    management system. The Commission intends to address this problem by presenting
    guidelines for air traffic management.
    The deployment of telematics tools and services for network and traffic management
    requires an identification of the supportive measures that transport and
    telecommunications policies could provide; they include the interconnection of the
    telematic networks and traffic management systems so that the interoperability of the
    corresponding equipment via appropriate standardization efforts is accomplished. They
    will provide easy and non-discriminatory access for operators and users to these new
  * services; in addition they will assess the impact on European industry.
    As an example, such supportive measures will include the analysis of requirements and
    the eventual preparation of a general radio navigation plan for Europe, including
    earthbound and satellite-based systems.
    The Commission, taking these considerations into account, will also soon propose an
    action plan for the deployment of transport telematics tools in close conriection with the
     policies supporting the industrial development of the Community.
Priority actions (Article 5)
52. The actions mentioned in the Article for which priority shall be given when identifying
     projects of common interest take into account specifically the Common transport policy
     but also other Community policies. By these priority actions the elements of a process
     are defined which shall within the next five years lead to a fully-fledged concept and
     outline of the network which shall be implemented up to the year 2010.
                                               17
 ---pagebreak--- Projects of common interest (Article 6)
53. Any project may be considered as a project of common interest if it simultaneously
    works towards the objectives, concerns the network as indicated in the outlines and where
    appropriate, implements one or more of the priority actions and shows potential for
    economic viability. Additional specifications may be required for the elements of the
    network, to be found in Annex II.
Network schemes and projects of common interest (Article 7)
54. Member States are required to use these guidelines as a reference in order to implement
    actions relating to the network, as well as to give the necessary priority to projects of
    common interest concerning their territory.
55. Several projects might be combined as a coherent action programme, e.g. the installation
    of travel information systems, subject to a special promotion by the Commission
    following its coordinating role as set out in Article 129c, second paragraph, of the Treaty.
    The projects promoted through the White Paper on growth, competitivity and
    employment could also be considered in this way. They benefit from a special treatment
    with regard to their promotion phase.
Section 2: The road network
Characteristics of the network (Article 8)
56. The attached proposal for a Decision follows up the Council Decision of 29 October
     1993; in particular, it gives priority to the completion of the network and to the
    development of traffic management systems. It also suggests specific measures on
    network interoperability. The preparatory work on this subject was done by the Transport
    Infrastructure Committee's working party on motorways.
57. Development of the network
     This update on the links to be built attempts to take account of three truisms:
          environmental: there are limits to the extension of the trans-European network;
          financial: funding will not always be available within the time scale set (2004);
          multimodal, the future lies in making the different modes more complementary.
     This proposal accurately reflects the ideas approved by the Council of Ministers. The
     trans-European network as a whole is made up of main links, the leading international
     routes, and minor links to interconnect the major trans-European routes, to develop
     alternative routes and to improve access to certain regions so as to further their
     development.
                                                18
 ---pagebreak---       A number of planned international links on which a consensus seems to have been
      reached have been added. Others have been withdrawn for further study. Links of
      exclusively regional benefit should not be included in the European outline plan. Of
      course, the Commission has analysed the amendments proposed by the European
      Parliament but not endorsed by the Council of Ministers in October 1993. Some have
      been included, others not because they are regional and others are still being studied.
       Since its June 1992 proposal, the Commission has found that approximately 1 500 km
       of new trans-European motorway links have been opened.
       In its current configuration, the trans-European road network is approximately 58 000 km
       long, of which 43 000 km already exist and 15 000 km are to be built by 2004. It
       ensures continuity with the EFTA countries and connections with Central and Eastern
       Europe.                                                                          - -
58. Traffic management
       The Commission intends to make utilization of the trans-European road network one of
       the priorities for action by the Community as there is a risk of journey times becoming
       seriously unreliable on many corridors and bypasses. In particular, the work carried out
       has revealed the need for closer discussions between the public authorities and operators
       to guarantee users a high quality and continuity of service on the trans-European road
       network. It is particularly important to make satisfactory provision for three tasks:
       promotion of viable, safe infrastructure, traffic management and information for users.
       Two key areas for future joint projects are information on the journey and traffic on the
       one hand and traffic management on the other. Development of telematic systems in
     * particular is an essential tool for increasingly efficient management of traffic on the trans-
       European network. The objective is to set up a European traffic management system
       based on a common approach ensuring interconnection and interoperability of the existing
       systems(17).
       In particular, the Commission proposes development of the basic telematics infrastructure,
       coordination of the traffic management and user information centres and implementation
       of transfrontier projects and of schemes on the major trans-European routes and on busy
       bypasses. Immediate support should be given to the RDS-TMC system(18), for which the
       technology is already available. Similarly, the development of automatic toll, collection
       and demand management systems should be monitored to ensure sufficient
       interoperability. The Commission will give details of the appropriate action in the
       communication now being drafted on telematics services and transport.
(17)
       Moreover, this was one of the 26 projects proposed in the Commission's White Paper on
       growth, competitiveness and employment.
(18)
        A radio-based digital road traffic message system in which the general message stream
        can be tuned to the individual needs of the road user.
                                                    19
 ---pagebreak--- 59. Network interoperability
      The Commission will make proposals to improve the interoperability of the intenirban
      road category and to provide a frame of reference for the traffic management systems.
          In the case of the interurban road category, the existing international conventions
           such as the 1975 Agreement on the main roads for international traffic or the 1968
           and 1973 Vienna Conventions on road signs and road markings are the technical
           specifications which the Community should take as its reference.
           In addition, the Commission will propose adoption of a frame of reference for the
           development of systems for managing traffic on the trans-European road network(19).
           In practice, the development of telematic traffic management systems has proved
           complex from the organizational, legal and institutional points of view; because of
           the national or regional differences. Without such a Community frame of reference
           there can be no large-scale development or quality use of traffic management
           facilities on the trans-European network.
Special conditions (Article 9)
60. This proposal refers to three types of trans-European road project:
           projects on the construction of trans-European infrastructure in the strict sense.
           The map showing the outline plan for the network and the list of trans-European
           road infrastructure to be built concentrate on new infrastructure or on upgrading.
            Some 150 projects have been proposed for the period up to 2004. In addition,
           schemes to widen existing roads (approximately 5 000 km) are all too often planned
           on a short-term or medium-term basis, making it impossible to compile an
           exhaustive list. But they must be considered projects of common interest.
           projects concerning traffic management on the trans-European network. All projects
           likely to contribute to better utilization of the trans-European road network are
            considered to be of common interest. These will include both deployment and
            demonstration activities.
            projects to ensure the interoperability of the trans-European network. Once again,
            all the projects in this category will be considered to be of common interest They
            must form part of a medium- to long-term approach.
 (19)
       See the study on TELTEN (Telematics Architecture and Implementation on the Trans-
       European Road Network), Ertico, 1994.
                                                   20
 ---pagebreak--- Section 3: The railway network
Characteristics of the network (Article 10)
61. The role of the railways
    The railway network is an essential part of the multi-modal network for both passengers
    and goods. In the years ahead, the railway companies will be called upon to play a more
    important part in a transport market which respects the environment and guarantees
    continued mobility.
     The railway network must therefore be adapted to meet present and future needs in order
    to allow the companies to operate competitively, especially in those gaps in the market
     where the railways have particular technical and economic potential, namely the rapid,
     large-capacity transporting of passengers and the carriage of large volumes of goods,
     especially over long distances.
62. The network proposed
     The work of the group of senior officials on the TGV/HST and that of the working party
     on conventional rail, which is coordinated within the committee on infrastructure, have
     provided the basis of the contribution made by rail transport to the trans-European
     network for transport. The aim of the contribution is to provide the Community with a
     network comprising the following:
          The high-speed train network. Completion of this network, which will help to make
          Europeans more mobile with less impact on the environment, is a major project for
          the Union. The network consists of 23 000 km of lines, 10 000 of these being new
          lines for speeds in excess of 250 km/h and 12 000 km being upgraded lines for
          speeds of about 200 km/h. The network will provide accessibility to high-speed
          services throughout the Union and will provide links between the main European
          towns and cities. Connections with third countries are also planned.
          The conventional lines, which are used for combined transport services and make
          the railway service more accessible to the various regions and the ports and airports.
          They also enable the network of the Union to be linked up with that of third
          countries.
          The coherent network of high-speed trains together with the conventional lines form
          a basic network consisting of 70 000 km of track, 23 000 of which are mainly used
          for combined transport services. In centrally-situated countries, there are numerous
          bottlenecks which will need to be eliminated by increasing the capacity of the lines.
          This can be done by modernizing the signalling or by constructing new tracks or
          loop lines.
          In the peripheral countries, it will, above all, be a question of improving the general
          level of quality, i.e. by refurbishing obsolete installations, electrifying certain lines
          and completing missing links to improve accessibility.
                                                 21
 ---pagebreak---     One requirement with regard to the rail network as a whole is to create new, or improve
    existing, interconnections with airports, seaports and the passenger and freight transport
    terminals. Airports of European interest should be connected to town centres and to the
    regional and intercity networks.
63. Access to infrastructure
    One of the factors in the opening up of the European transport market is the
    implementation of Council Directive 91/440/EEC which allows international groupings
    of railway companies access to the various networks. The plans for interoperability
     should make it possible to move towards a more competitive and efficient situation in the
     rail sector.
Special conditions (Article 11)
64. The key links for high-speed services are shown on the map, which also shows the parts
     of the network which deserve special attention.
     The projects of common interest for this network are those which are sufficiently
     advanced for immediate action and which will enable the network to obtain a European
     dimension by the year 2000.
     Projects of common interest for the conventional lines refer to the lines for combined
     transport services, as indicated in that section.
     For all other conventional lines, the projects of common interest are those which:
           will help to increase the capacity and efficiency of lines where there is a bottleneck;
           consist of a scheme to improve safety either by automating the signalling or through
           direct infrastructure projects.
65. In both cases, high-speed services and conventional lines, projects aimed at achieving
     interoperability in the trans-European network are therefore considered to be of common
      interest and of top priority. In particular, schemes aimed at the technical harmonization
      of infrastructure and rolling stock and the setting-up of a European system of control and
      command should be able to benefit from Community funding, including the relevant
      demonstration projects.
 Section 4: The inland waterway network
66. In its Decision of 29 October 1993, the Council adopted an outline plan for the trans-
      European inland waterway network. The Decision applies until 30 June 1995 and is
      intended to be replaced by new provisions with regard to multi-modal planning. The
      essential features of this proposal refer to this Decision.
                                                  22
 ---pagebreak--- Network structure (Article 12)
67. Inland navigation is considered to be a cost-effective, safe and environmentally sound
    means of transport. In order to be able to fulfil its tasks optimally in a multi-modal
    transport system, it needs an efficient infrastructure. However, navigable inland waters
    do not exist in all the Member States. The most important ones are in Belgium,
    Germany, France, Luxembourg and the Netherlands. No coherent trans-European
    waterway network consisting of continuous waterways of the same gauge yet exists.
68. The trans-European inland waterway network proposed corresponds for the most part to
    existing rivers and canals and their links (main network). A secondary network allows
    access to the main network or provides a link with other means of transport.
    The following principal axes and partial networks can be identified on a schematic basis:
    The Rhine Axis connects the main ports in the Netherlands and Belgium to the industrial
    centres of Western and Southern Germany, Eastern France and Northern Switzerland.
    The north-south axis (apart from the Rhine) links the Netherlands, Belgium and France.
    It is mainly formed by the Meuse and the Scheldt together with a number of links
    between these two rivers and in the south includes the Rhone and the Saone.
    The east-west axis crosses Northern Germany, starting from the ports of Hamburg and
    Bremen, and connects them to the German inland waterway network. In the west, there
    are links with the Belgian and Netherlands ports, and in the east, via the waterways of
    Berlin there are links to the Oder (Poland) and with the Elbe to the Czech border
    (Prague) but these are only partially navigable.
    The south-east axis is formed by the Danube. The Main-Danube canal provides a link
    with the Rhine.
     The secondary network generally provides links with the main axes. However, there are
    waterways in the Community which are not linked to the main network such as the
     Po delta (Italy), the Douro (Portugal) and the Tajo (Spain/Portugal). These waterways
     may nevertheless be of importance for intra-Community freight transport if they are used
     in the framework of combined transport or river/sea navigation.
69. In developing the trans-European transport network, the aim is, on the basis of the
     existing waterways and as far as can be justified economically and ecologically, to create
     a coherent, uniform waterway network. The minimum technical specifications adopted
     for the waterways will be the uniform classification characteristics of the ECMT (1992),
     i.e. the creation or modernization of any sections of inland waterway should, if possible,
     be based on Class Va/Vb dimensions (international class), a draft of 2.80 m and an air
     draught of 7.00 m for container traffic. The lock dimensions have to be designed
     accordingly.
                                               23
 ---pagebreak--- Special conditions (Article 13)
70. In order to create a coherent and more uniform inland waterway network at European
     level, the missing links must be completed and the major bottlenecks must be removed,
     in particular by modernizing, by widening or deepening the waterway or by creating the
     necessary lock capacity and any other barrage weirs with locks required.
     The projects of common interest correspond to the links and axes as listed in Annex I;
     they were already adopted by the Council in its Decision of 29 October 1993 on the
     development of a trans-European inland waterway network. Certain links should, as far
     as possible, be started with priority within the next ten years. The amendments adopted
     by the European Parliament on 26 October 1993 for the projects of common interest have
     also been taken into consideration.
71. The complementarity between inland navigation and other forms of transport must be
     improved by modernizing the river ports to turn them into intermodal freight traffic
      centres. For this purpose, the terminals in the ports and harbours will require adequate
     links with the road and rail network for the receipt and forwarding of freight. The
     facilities for the handling of containers and for roll-on/roll-off traffic also need to be
     further extended.
72. This must be backed up by accelerating the introduction of harmonized systems of
      transport management and control which make use of modern information and
      communications technology. This will enable the safety of inland navigation to be
      improved, the processing of waterway traffic as a whole to be optimized and the speed
      at which freight can be transported by the inland waterways to be increased.
Section 5 : Ports
Characteristics (Article 14)
73. Ports are an important part of the trans-European network and are vital to the operation
      and prosperity of all parts of the Union. They provide the essential interface between
      land and maritime transport; and maritime transport carries over 90% of the Community's
      trade with the rest of the world, some 35% of the trade between Member States and
      substantial amounts of domestic trade. The maritime transport sector is friendly to the
      environment. It is an energy-efficient transport mode of transport, and new port
      infrastructure can usually be supplied with comparatively low environmental costs and
      on a relatively small scale. The sector also has considerable potential for development
      and scope for accommodating a desirable shift of traffic from congested land corridors.
 74. The maritime sector can therefore contribute substantially to the principles and
      considerations underlying this Decision. In particular, ports and maritime transport can
      provide :
           access to the Community, including the trans-European transport network, from the
           third countries;
                                                24
 ---pagebreak---           services which connect different sections of the network, including those which are
          friendliest to the environment;
          access and connections to other parts of the Community, including remote areas and
          islands; and
          a significant contribution to the principle of sustainable mobility, particularly where
          maritime transport provides the main section of a journey.
75. Promoting ports and maritime transport is therefore an important and desirable part of
    common transport policy and the development of the trans-European transport network.
    As a substantial part of this development focuses on infrastructure the Decision, in so far
    as it relates to the maritime sector, concentrates largely on ports. Further, practical
    initiatives for promoting the expansion of maritime transport in Europe, i.e. coastal or
    short sea shipping, will be covered in a separate Communication to be submitted shortly.
76. One of the strengths of the port sector is that comparatively modest projects in and in
    relation to ports can have a disproportionately large impact on transport development, and
    can, in principle, take place in any commercial port in the Community. Another strength
    is that the projects can often be identified, prepared and implemented within a reasonable
    timescale. Because of this, and the importance of competition in the port sector, the
    Decision neither provides for a network plan for ports nor sets a specific goal for port
    developments over a defined horizon. Such action would be inconsistent with such a fast
    developing and flexible sector. In order to avoid any unnecessary impact on the
    competition in this sector, no attempt is made to introduce a selection of "ports of
    Community interest".
Specific conditions (Article 15)
77. The port element of the Decision therefore focuses on projects of common interest.
    Article 15 introduces an Annex which explains the different categories of port or port
    related projects and the specific aims and conditions which the projects of common
    interest in this sector should meet. The specific conditions are designed to enable projects
    to be selected in a manner which is consistent and which ensures that selected projects
    do not unnecessarily distort the principle of free and fair competition between ports.
    Competition between ports is a strong feature in the port sector. It is usually present
    regardless of the status and accountability of the bodies responsible for promoting the
     ports' activities and their development plans. This status can vary according to the
     different "traditions" of port authorities in Member States. These "traditions" encompass
     both the private and the public sectors and a wide range of relationships with public or
    governmental authorities.
78. The first specific condition therefore relates to economic viability. It requires that in each
     case a project should be demonstrated to be viable on the basis of a financial analysis
     and, if that is not possible, then on the basis of a social cost/benefit analysis, as agreed
     between the Commission and Member States experts in the Member States Group on
     Ports and Maritime Transport. This will ensure the provision of efficient projects. The
     other specific conditions provide for projects which can contribute to short sea shipping
     as well as integrating ports into the trans-European network for transport.
                                                 25
 ---pagebreak--- 79. It will be appropriate for Community support from the Cohesion Fund and the Regional
     Fund to be available to port and port-related projects of common interest where the
     projects arise in Member States and areas which qualify, and where it is demonstrated
     that the projects meet the specific aims and conditions of this Decision and the objectives
     and rules governing the respective funds. However, having listened to concerns from
     Member States' and port representatives about the possible effect on competition between
     ports, the Commission envisages that in practice Community support referred to in
     Article 129c of the Treaty will be limited to feasibility studies, loan guarantees and
     interest rate subsidies: apart from exceptional cases, it will not include any co-financing
     of projects from the trans-European Network Budget line.
80. The maps in Annex I of the Decision show, for information purposes only, ports situated
     at the ends of sections of the trans-European transport network and ferry routes between
     and within Member States and with neighbouring countries. These ports should not be
     taken as being "ports of Community interest". Ferries are defined as "vessels with multi-
     deck hulls capable of carrying road and/or rail vehicles with additional facilities for the
     carriage of passengers/drivers of vehicles for whom cabin accommodation may or may
     not be divided, and where the ship's designated trading pattern is that of the regular
     scheduled service of short duration (ferry service)".
81. For the future, the Commission intends to extend the approach to selecting port and port-
     related projects of common interest to projects in CEEC countries and non-Community
      countries in the Mediterranean. It will do so in collaboration with the countries involved.
Section 6 : The airport network
Characteristics (Article 16)
82. The development of the airport network within the trans-European transport network
     based on the foreseeable present and future needs(20) seeks to ensure that:
           Community airport capacity is able to meet current and future demand, taking into
           account the expected effects of the Third Civil Aviation Package adopted by the
           Council in June 1992;
           capacity development remains compatible with environmental requirements,
           particularly with regard to the impact of air transport as well as the effects of land-
           side access to the airport and the ensuing growth of land-side traffic on the quality
           of life of the population living in the vicinity of airports;
           airport development contributes to the economic and social cohesion of the
           Community, with special emphasis on the links between the peripheral and the core
           regions of the Community.
(20)
      SEC(93) 2127, "Rapport d'étape sur les orientations pour le réseau transeuropéen des
      aéroports".
                                                 26
 ---pagebreak---     These are the challenges the trans-European airport network will have to face in the years
    to come.
    The general objective of the guideline is to improve the use of the existing capacity of
    the network as well as that of individual airports and to develop where appropriate new
    capacity in order to meet increasing demand. Special attention will thus be given to
    initiatives aimed at easing the pressure on the large airports and favouring a geographical
    distribution of air transport services for both current and future demand.
83. The logic of the airport network
     The logic underlying the guidelines for the trans-European airport network is conditioned
    by the specific features of air transport and is affected by the commercial policy of air
     carriers and airports.
     Thus, although it is possible to identify pressure points in the airport network, these
     pressure points do not necessarily remain constant in time and space.
     A global approach is therefore essential. Such an approach should seek to identify the
     main functions of the network as well as the development priorities necessary in order
     to meet demand. It should also seek to ensure a high level of safety and environmental
     compatibility.
84. The trans-European airport network and its components
     Airports of common interest
     Airports of common interest are located in the European Community and are open to
     commercial traffic. They are identified on the basis of the key functions of the network
     and the role of each airport within the network in relation to these functions.
     The airport network fulfils three key functions. It provides:
           links between the Community and the rest of the world;
           links within the Community;
           access to the core of the network and links to remote areas.
     These different functions are fulfilled respectively by the following network components:
           Community connecting points;
           regional connecting points;
           accessibility points.
      The identification of the network components is based on a number of quantitative
      criteria, such as volume and distribution of passenger traffic, freight tonnage and the
      number of aircraft movements, as well as qualitative criteria, such as geographical
                                                27
 ---pagebreak---     location. Airports which meet the criteria of the network components qualify as airports
     of common interest.
Particular conditions (Article 17)
85. Development priorities
     In order to achieve the objectives of the network, four sets of development priorities have
     been identified for airports of common interest. These priorities should contribute to the
     overall efficiency of the network. They include:
          Enhancement of existing airport capacity
          Enhancement of airport capacity will include improvements which enable the airport
          to meet short-term increases in demand, including improved ATC facFlitiës, more
           efficient approach procedures etc., and allow the airport to reach a best-in-class
           performance.
           Development of airport capacity
           Development of capacity will include the development of new as well as the
           extension of existing subsystems of airport ground infrastructure - runways(s),
           aprons, terminal(s) and ATC infrastructure - with a view to meeting medium to long-
           term demand.
           Enhancement of environmental compatibility
           Enhancement of environmental compatibility will include improvement of the
           environmental performance of the airport by reducing the disturbance caused by the
           air traffic in and around the airport, as well as the disturbance caused by the airport-
           generated traffic and the impact of airport related activities.
           Development of access to the airport and interconnections with other networks
            Such development will include the provision of new links in order to provide better
           access to the airport, such as rapid mass transit to the city centre, better strategic
           links to other main networks, including seaports, as well as to other airports.
 86. Projects of common interest
      Airport projects will qualify as projects of common interest if they are related to an
      airport of common interest and comply with the priority actions which have been
      identified within the four development priorities described above.
      These priority actions have been identified for the next five years for projects of common
      interest in relation to the different network components.
      Thus, enhancement of existing airport capacity as well as airport safety and security will
      be priorities for all network components. The expansion of existing airport capacity, as
      well as enhancement of airport access, will be priorities for Community and Regional
      connecting points, whereas the development of new airports to replace existing airports,
                                                  28
 ---pagebreak---     enhancement of environmental compatibility and the development interconnections with
    other networks will represent priority actions for Community connecting points.
    The optimal development of the airport network will further require accompanying
    measures. These will include the development of a method for the assessment of airport
    capacity and the impact of a project on capacity. It will also require a method which
    enables to draw up a "balance sheet" of the economic, social and environmental effects
    of airport projects.
Section 7: The combined transport network
Characteristics (Article 18)
87. The trans-European combined transport network was approved by the "Council on
    29 October 1993. The Decision will apply until 30 June 1995, although six years from
    the entry into force of the Decision have been allowed for completion of some of the
    priority projects for the network and 12 years for others. In practice, the Council's
    objective was to adopt a transitional text which contained all the necessary components
    but would have to be reformulated in the broader context of the multi-modal network
    being planned by the Commission. For this reason, the section on the trans-European
    combined transport network contains all the transitional measures in their entirety,
    including the list of routes on which measures are urgently needed. The only changes
    necessary were to clarify three of these lines and to update the timetable for completion
    from 6 or 12 years to 5 or 10 years.
     Consequently, the specific nature of the combined transport network has been preserved
     and must be reaffirmed: combined transport uses two or more modes to carry the same
     load (swap body, container, semi-trailer or lorry).
     It therefore poses special technical problems, such as the need to harmonize gauges.
     Consequently, the combined transport network must exist in its own right and include the
     transshipment facilities.
Special conditions (Article 19)
88. The network must include not only the requisite rail, road and inland waterway
     infrastructure but also the shipping facilities, i.e. port infrastructure.
     A number of urgent tasks have been identified on this network to make it technically
     feasible to carry normal lorry loads by rail. These adjustments have been divided into
     two phases, one for work already in progress (or about to start), the other for projects still
     on the drawing board. Consequently, the plan is to upgrade selected routes or stretches
     within either five or ten years, as specified in the Annex.
     The terminal facilities are an important part of the network since they are the inevitable
     transshipment point and are often the weakest link in the chain. They are therefore an
     integral part of the network.
                                                29
 ---pagebreak---     In the case of rail, transshipment implies either adjustment to the relevant gauge or use
    of low-floor rolling stock. Which of these two solutions is chosen will be decided at
    national level, in line with the subsidiarity principle. For this reason, the network also
    includes shunting yards and rolling stock.
Section 8: Information and vessel traffic management network for European waters
Characteristics (Article 20)
89. Most goods transported to and from the Community are carried by sea. This trade
    generates considerable volumes of traffic along Europe's coasts, in addition to the vessels
    in transit.
    Establishment of a European shipping traffic management system must be based~on three
    key activities:
         Establishment or upgrading of shipping traffic management (STM) infrastructure,
         especially in areas with heavy transit traffic, to protect sensitive environments.
         Establishment of a Community information system on vessel movements in
         European waters. The Council adopted the first Directive on the subject in
          September 1993, introducing a system for mandatory notification of vessels bound
         for or leaving Community ports or involved in incidents in European waters. The
          exchanges of information required by this Directive, both between vessel operators
          and the national authorities and between different national authorities, call for the
          establishment of telematics, particularly EDI, systems capable of virtually real-time
         transmission of sometimes enormous volumes of information (particularly on
          cargoes).
          At the Council's request, in December 1993 the Commission submitted a further
          proposal for a more comprehensive information system covering vessels in transit
          in particular. Introduction of this system will add to the need for a European
          network for exchanges of information on shipping.
          A European policy is also being formulated on radionavigation infrastructure to offer
          users of various modes of transport reliable, precise information on their position.
          Pending the multi-modal European radionavigation plan taking into account the
          satellite systems developed, the Community has shown interest in formulating and
          implementing a European policy on the earth stations for the "LORAN-C" system.
          In the absence, for the foreseeable future, of a civil satellite system under the
          operational control of European states and covering all of Europe, the LORAN-C
          European network will provide users with reliable radionavigation channels under
          European control.
90. The'SGTJM (Management and Information System on Maritime Traffic) to be set up
     should therefore include STM, radionavigation channels and the appropriate applications
     of telematics, particularly to guarantee operation of the European vessel notification
                                                30
 ---pagebreak---     system. If necessary, this network could also include development of the missing land-
    based infrastructure required to ensure satisfactory implementation in the Community of
    the IMO's worldwide system for vessels in distress and safety at sea (SMDSM).
Special conditions (Article 21)
91. The projects of common interest give priority to any activity concerning management,
    control and information infrastructure and systems fitting in with the characteristics of
     a network and improving its interoperability and to demonstration projects to support
    implementation of the network.
Section 9: The air traffic management network
Characteristics and special conditions (Articles 22 and 23)
92. In the late 1980s, the sudden, sharp deterioration in the punctuality of flights in Europe
     raised everyone's awareness of a number of shortcomings in Europe's air traffic
     management system and of the need for rapid measures to prevent them from becoming
     an obstacle to the deregulation policy otherwise pursued for aviation activities.
     These shortcomings can be summed up as:
    -    insufficient capacity due to:
             underutilization of airspace, particularly because of the large amounts reserved or
             restricted for military purposes;
             manifest undermanning of many control centres;
             lack of optimization of the flight path network;
             working methods themselves and the poor performance of the controller/system
             interface;
    - loss of capacity due to:
             political frontiers, which prevent optimum division of airspace;
             technical frontiers, which militate against extension of the advantages of
             automation across geographical frontiers;
             financial frontiers, which make it impossible for the most dynamic countries to
             reap the full benefit of their investments because of the bottlenecks created by
             their less prosperous or less motivated neighbours;
             social constraints and a certain inflexibility in planning control capacity;
    - imbalance between supply and demand due to lack of knowledge of traffic flows and
         insufficient sharing of demand around Europe in line with the capacity available.
                                                 31
 ---pagebreak--- 93.     This analysis conducted under the auspices of the European Civil Aviation Conference
        (ECAC), with the support of the Commission, prompted European aviation circles to
        ask Eurocontrol:
             to introduce a central traffic flow management system;
             to promote harmonization, then integration, of air traffic control systems, which
             will entail:
                 a review of flight paths and of the division of airspace between civil and
                 military users and into different sectors;
                 standardization of facilities and procedures in order to remove technical
                 barriers;
                 joint, coordinated planning of investment;
                 j oint research and development to stimulate the emergence of new technologies
                 which will make the system more efficient and cut costs (navigation satellites,
                 generic communication facilities, closer surveillance making it possible to
                 reduce spacing, aids for controllers to allow completely safe handling of more
                 aircraft in the same space, etc.).
94.     The Member States in turn have undertaken to invest the human and material
        resources required in order to attain these joint objectives.
        The trans-European dimension of air traffic management should ensure that the whole
        of Europe benefits from the instruments offered by this proposal.
Section 10: Common provisions
Projects of common interest for the entire network (Article 24)
This Article deals with communication and navigation infrastructure for the entire network.
95.     For the different modes, in particular, maritime and air transport radio navigation
         systems are of great importance for the safety of the traffic. For this purpose, projects
         of common interest should help to modernize the present systems for the benefit of
         efficiency and safety. Furthermore, the action should eventually lead to a common
         system for Europe including satellite technologies but deploying also other earth
         bound systems.
96.      For all modes of transport, spotting and positioning of vessels, rolling stock,
         containers, goods is an mportant issue. Modern satellite technologies like GPS or
         GLONASS(21), where appropriate, complemented by earth bound systems, allow
         nowadays to fix the coordinates of a receiver of satellite signals very accurately. This
         requires accurate signals from the satellites and specific receivers with sufficient
         intelligence capacity to decode the satellite signals into accurate geographic positions.
         The present military systems are artificially slightly distorted and the owners of the
(21)
     Satellite-based military positioning systems; GPS (Global Positioning System) belongs to
     the USA and GLONASS to Russia.
                                                 32
 ---pagebreak---        systems do not at present guarantee undisturbed operations for civilian users. A
       civilian system which guarantees undisturbed use under any circumstances seems to
       be appropriate since the range of applications of such positioning systems in transport
       is very promising in terms of traffic safety and efficiency of transport services. Such
       systems, however, will only penetrate the transport market if permanent service is
       guaranteed.
97.    These projects should be launched in an appropriate manner taking into account other
       Community actions, in particular those emerging from the information and
       telecommunication policies.
Specification of projects of common interest (Article 25)
98.     The Commission may, assisted by the Committee, specify projects of common interest
       identified in this Decision. For this purpose the Committee will work as a 2a type
        Committee.
        The projects of common interest are identified by this Decision in the broad sense of
       the guidelines. The Commission will, for the different modes and the entire network,
        establish a project follow up system which in the first place shall ensure that the
        requirements set out by these guidelines are fulfilled. Secondly, the follow up system
        shall also help to promote the projects of common interest and support the
        coordination between the Member States and the parties involved. Projects which are
        submitted for financial assistance from Community instruments will be further
        supported through these instruments.
        Furthermore, it will be ensured that projects which concern other policies of the
        Community, i.e. the management projects which relate also to Telematics and
        Telecommunication, are assessed and handled appropriately. This could be
        accomplished by consulting relevant Committees of other Community instruments.
Committee (Article 26)
99.     The Infrastructure Committee as established by Council Decision 78/174/CEE will be
        the body to assist the Commission in the follow-up of this Decision.
        The Committee shall assist the Commission for the appropriate handling of the
        projects and serve as an information and communication body between Member States
        with regard to the projects of common interest and between Member States and the
        Commission.
Annual Report (Article 27)
 100.    The Commission will regularly report to the Council and Parliament, the Committee
         of the Regions and the Economic and Social Committee on the progress in
         implementing the guidelines. The first report is foreseen two years after the entry into
         force of this Decision.
                                               33
 ---pagebreak--- Assessment of the guidelines (Article 28)
101.   The network scheme and the identification of projects of common interest as
       addressed in Sections 2 to 9 of this Decision will be assessed: at the latest five years
       after the entry into force of this Decision, the Commission will establish a detailed
       assessment of the guidelines included here, in order to verify the progress achieved
       in the gradual integration of the network according to the objectives set out in
       Article 2 of this Decision.
Entry into force (Article 29)
102.   The outline plans already in force for road, inland waterways and combined transport,
       remain in force until 30. June 1995. However, these guidelines will substitute them,
       as soon as they are ratified, through the joint declaration of the European Parliament
       and the Commission(22) on the legislative programme for 1994.
Annex I: maps of the network outline schemes
103.   Annex I comprises maps which illustrate the geographical outline of the elements of
       the network: the network schemes. These maps are at present mode oriented; however,
        maps including all modes of transport are in preparation and will be added as soon as
        available.
        The connections between the Community and its neighbours are illustrated by some
        maps, with regard especially to the Crete Conference(23), and are included, for
        information, in this Annex.
Annex II: links and specifications
104.    Projects of common interest are related to
             links and axes for the network elements, described in Sections 2 to 4,
             criteria and/or specifications for nodes, described in Sections 5 and 6,
             the railway sections of the combined transport network described in Section 7.
        For projects concerning management or traffic control the entire network, as described
        in the maps for the network plans in Annex I, is an eligible area of application.
        The information contained in Annex II helps to identify the projects of common
         interest for the elements of the network. Since the situation in terms of competition
         is quite difficult specifically for the nodes in the network an identical approach for all
         elements of the network seems inappropriate.
 (22)
      SEC(94) 277.
 (23)
      13-15 March 1994 in Crete, Greece.
                                                   34
 ---pagebreak---       While for axes and routes, the identification of links is chosen as the best way of
      identifying projects of common interest, for the nodes (terminals, ports, airports)
      specific criteria is the preferred way of identification.
105.  The information given is based on a proposal from the Commission on the European
      high-speed rail network(24), the Decisions of 29 October 1993 on trans-European
      combined transport, road and inland waterway networks(25), as well as the report of the
      working party on the conventional rail network and the Commission services' progress
      reports on seaports and airports, available in the form of Commission services'
      documents(26).
(24)
     SEC(90) 2402.
(25)
     See footnote (3).
(26)
     SEC(93) 2128, "Report of the conventional rail working group on a Trans-European Rail
     Network".
     SEC(93) 2129, "Working report on ports and Trans-European Networks".
     SEC(93) 2127, "Progress report on the guidelines for the Trans-European Airport
     Network".
                                              35
 ---pagebreak---                                           Proposal for a
                 EUROPEAN PARLIAMENT AND COUNCIL DECISION
                    on Community guidelines for the development of the
                               trans-European transport network
THE EUROPEAN PARLIAMENT AND THE COUNCII, OF THE EUROPEAN UNION,
Having regard to the Treaty establishing the European Community, and in particular the first
paragraph of Article 129d thereof,
Having regard to the proposal from the Commission,
Having regard to the opinion of the Economic and Social Committee(1),
Having regard to the opinion of the Committee of the Regions(2),
(1) Whereas the establishment and development of trans-European networks contribute to
     the attainment of major Community objectives, such as the completion of the internal
     market and the strengthening of economic and social cohesion;
(2) Whereas the establishment and development of trans-European transport networks
     throughout the territory of the Community also have the specific objectives of ensuring
     the sustainable mobility of persons and goods under the best possible social and
     environmental conditions and combining all modes of transport, taking account of their
     comparative advantages;
(3) Whereas the Commission's White Paper on the development of a common transport
     policy calls for the integration of all networks relating to various modes of transport into
     a single trans-European rail, road, air, sea and inland waterway passenger and goods
     transport network, with a view especially to better protecting the environment by making
     optimum use of existing capacities;
(4) Whereas network integration at European level can only be developed progressively by
     interlinking different modes of transport with a view to making better use of the inherent
     advantages of each;
(5) Whereas, in order to achieve these objectives, action by the Community to establish
     guidelines is necessary in accordance with the principle of subsidiarity; whereas such
     action should concern the establishment of priorities and the broad lines of action
     proposed in the field of trans-European transport networks;
a)
(2)
                                                 36
 ---pagebreak--- (6) Whereas it is also necessary to identify projects of common interest which contribute to
     the achievement of these objectives and which correspond to the priorities established;
     whereas only projects which are potentially economically viable should be taken into
     account;
(7) Whereas due account has been taken of Council Decision 93/628/EEC of 29 October
      1993 on the creation of a trans-European combined transport network(3), Council
     Decision 93/629/EEC of 29 October 1993 on the creation of a trans-European road
     network(4) and Council Decision 93/630/EEC of 29 October 1993 on the creation of a
     trans-European waterway network(5), which have been integrated into this Decision in
     accordance with the multimodal approach which it is intended to promote;
(8) Whereas measures in the field of telecommunications and telematics can contribute to
     the efficient implementation of control and management measures for each component
     of the network and for the network as a whole; whereas the synergies needed to ensure
     the integration of the transport network should be sought; whereas those synergies also
     concern general Community measures in the field of telecommunications; whereas
     projects of common interest are being identified to that end; whereas the Commission
     will need to formulate appropriate proposals at a later stage to ensure that those systems
      are optimally deployed;
(9) Whereas the Commission should be assisted in specifying projects of common interest
     by the Committee on Transport Infrastructures set up by Council Decision 78/174/EEC(6),
 (3)
      OJNoL305, 10.12.1993, p. 1.
 (4)
      OJNoL 305, 10.12.1993, p. 11.
 (5)
      OJ No L 305, 10.12.1993, p. 39.
 (6)
      OJNoL 54, 25.2.1978, p. 16.
                                              37
 ---pagebreak--- HAVE ADOPTED THIS DECISION:
SECTION 1: GENERAL PRINCIPLES
Article 1: Purpose
The purpose of this Decision is to establish guidelines covering the objectives, priorities and
broad lines of measures envisaged for the establishment of the trans-European transport
network; it also identifies projects of common interest, the implementation of which should
contribute towards development of the network.
Article 2: Objectives
1.   The trans-European transport network shall develop progressively between now and the
     year 2010 by integrating national land, sea and air transport infrastructure networks
     throughout Europe.
2.   The network shall:
     - ensure the sustainable and safe mobility of persons and goods within the area without
        internal frontiers under the best possible social conditions, while contributing to the
        attainment of the Community's environmental objectives ;
     - offer users high-quality infrastructures and associated services on acceptable economic
        terms;
     - combine all modes of transport, taking account of their comparative advantages;
     - allow the optimal use of existing capacities;
      - be interoperable in all its components;
      - cover the whole territory of the Community, interlinking the major conurbations and
         regions of the Community, facilitating access in general, and linking island, peripheral
         and landlocked regions to the central regions;
      - allow for its extension to the networks of EFTA member states, countries of Central
         and Eastern Europe and Mediterranean countries, while at the same time promoting
         interoperability and access to these networks.
Article 3: Scope of the network
 1.   The trans-European transport network shall comprise infrastructures, services and
      management systems. The harmonious operation of these components shall enable the
      objectives described in Article 2 to be achieved. It shall comprise the following
      infrastructures: roads, railways, waterways, ports, airports, navigation aids, intermodal
      freight terminals, and product pipelines, together with the services necessary for the
                                               38
 ---pagebreak---      separate or combined operation of these infrastructures, including traffic management and
     control systems. Other components contributing to the smooth operation of the network
     may be added to this list.
2.   The specific characteristics of certain network components are further described in
     Articles 8 to 23 of this Decision.
Article 4: Broad lines of measures
The broad lines of Community measures shall cover:
                                                           m
     the development of network structure plans, illustrated where appropriate by maps;
     the identification of projects of common interest;
     the promotion of network interoperability;
     the pursuit of consistency and complementarity of financial aid;
     research and development;
     permanent cooperation and the conclusion of appropriate agreements with third countries
     concerned by development of the network;
     incentives for Member States to further the objectives pursued;
     promotion of the continuous cooperation of interested parties;
     any other measures which prove necessary for the achievement of the objectives referred
     to in Article 2.
Article 5: Priorities
The priorities shall be:
     completion of the connections, key links and interconnections needed to eliminate
     bottlenecks, fill in missing links and complete major routes;
     achievement of interoperability of network components;
     development of access to the network, taking particular account of the need to link
      island, peripheral and landlocked regions to the centre of the Community;
      optimization of the capacity and efficiency of existing infrastructure;
      optimum combination of modes of transport with a view to sustainable mobility;
                                               39
 ---pagebreak---     improvement of interconnection nodes and intermodal interchanges;
    improved safety and network reliability;
     integration of environmental concerns into the design and development of the network;
     design, development and implementation of systems for the management and control of
     network traffic with a view to their optimization;
     development and promotion of the information needed by network users;
     studies contributing to improved network definition.
Article 6: Projects of common interest
1.   Any project which:
     - pursues the objectives referred to in Article 2;
     - concerns the network defined in Article 3;
      - corresponds to one or more of the priorities referred to in Article 5; and
     - is potentially economically viable,
      shall be considered to be of common interest.
2.   Projects shall also comply with the special conditions set out in Articles 8 to 23 of this
      Decision in respect of the elements to which they relate.
Article 7: Outline plans and projects of common interest
1.    Member States shall take all appropriate measures to give effect to the network structure
      plans and in particular to facilitate and accelerate implementation of the projects of
      common interest.
2.    Projects may be grouped together and combined to form a unit to be implemented within
      a given period.
SECTION 2: ROAD NETWORK
Article 8: Characteristics
1.    The trans-European road network shall comprise motorways and high-quality roads. It
      shall be supplemented by new or adapted links.
                                               40
 ---pagebreak--- 2.    The network shall include infrastructure for traffic management and user information,
      based on active cooperation between traffic management systems at European, national
      and regional levels.
3.    This network shall guarantee users a high, uniform and continuous level of services,
      comfort and safety.
4.    Within the framework of the intermodal integration referred to in Article 2, the road
       network shall develop progressively between now and the year 2004 in accordance with
      the structure indicated on the maps in Annex I.
Article 9: Special conditions
Without prejudice to Articles 6 and 24, projects of common interest shall concern the links
listed in Annex II and marked on the maps shown in Annex I.
SECTION 3: RAIL NETWORK
Article 10: Characteristics
 1.    The rail network shall comprise:
       - the high-speed network, comprising new lines equipped for speeds equal to or greater
         than 250 km/h and/or adapted lines for speeds of the order of 200 km/h;
       - conventional lines intended for all forms of rail transport including the continuation
         of high-speed services and the rail segment of combined transport referred to in
          Article 18.
2.     The network shall offer users a high level of quality and safety, owing to:
       - its continuity and its interoperability, brought about in particular by technical
          harmonization and a harmonized control system;
       - easy access to urban and suburban transport centres, airports, seaports and intermodal
          interchanges;
       - appropriate information systems.
 3.    Within the framework of the intermodal integration referred to in Article 2, the rail
       network shall develop progressively between now and the year 2010 in accordance with
       the structures indicated on the maps in Annex I.
 Article 11: Special conditions
 Without prejudice to Articles 6 and 24, projects of common interest shall concern the links
 listed in Annex II and marked on the maps shown in Annex I.
                                               41
 ---pagebreak--- SECTION 4: INLAND WATERWAY NETWORK
Article 12: Characteristics
1.    The trans-European inland waterway network shall comprise a main network consisting
      of rivers and canals and a secondary network comprising branch canals providing access
      to the main network and to the main intermodal nodes and interconnection with the other
      components of the network. It shall also utilize port infrastructures and high-performance
      traffic management systems.
2.    The minimum technical characteristics for waterways forming part of the network shall
      be those laid down for a class IV waterway, which allows the passage of a vessel or a
      pushed train of craft 80-85 m long and 9.50 m wide. Where a waterway forming part of
      the network is modernized or constructed, the technical specifications shall" correspond
      at least to class IV, shall enable class V a/V b to be achieved at a later date, and shall
      make satisfactory provision for the passage of vessels used for combined transport.
      Class V a allows the passage of a vessel or a pushed train of craft 110 m long and
       11.40 m wide and class V b allows the passage of a pushed train of craft 172-185 m
      long and 11.40 m wide.
3.    Within the framework of the intermodal integration referred to in Article 2, the waterway
      network shall develop progressively between now and the year 2010 in accordance with
      the structure indicated on the map in Annex I.
Article 13: Special conditions
Without prejudice to Articles 6 and 24, projects of common interest shall concern the links
listed in Annex I and marked on the map referred to in Article 12(3).
SECTION 5: PORTS
Article 14: Characteristics
Ports shall provide the link between land transport and sea transport. They shall provide
equipment and services to sea transport operators. Sea transport shall provide a range of
passenger and goods services, including ferry services and short- and long-distance shipping
services within the Community and with third countries.
Article 15: Special conditions
Without prejudice to Articles 6 and 24, projects of common interest must comply with the
conditions specified in Annex II.
                                                42
 ---pagebreak--- SECTION 6: AIRPORT NETWORK
Article 16: Characteristics
The trans-European airport network shall comprise airports of common interest situated within
the territory of the Community which are open to commercial air traffic and which comply
with the criteria set out in Annex II. According to their function within the network, these
airports shall be classified as Community connecting points where their main function is to
link the Community to the rest of the world, as regional connecting points where their main
function is to provide links within the Community, and as accessibility points where they
facilitate access to the network or open up isolated regions.
Article 17: Special conditions
Without prejudice to Articles 6 and 24, all projects of common interest shall concern airports
of common interest as defined by the criteria referred to in Article 16 and comply with the
specifications in Annex II. These specifications shall enable the airport network to meet
demand growth between now and the year 2005.
 SECTION 7: COMBINED TRANSPORT NETWORK
Article 18: Characteristics
 1.   The trans-European combined transport network shall comprise sea, rail and inland
      waterway links which, combined where appropriate with initial and/or terminal road
      haulage, permit the long-distance transport of goods between all Member States. The
      links in question are marked on the map in Annex I.
 2.    Installations permitting transshipment between the rail network, the inland waterway
      network, the road network and shipping shall form part of the combined transport
       network. Provisionally, suitable rolling stock may also be included where the
       characteristics of the infrastructure so require.
 Article 19: Special conditions
 Without prejudice to Articles 6 and 24, combined transport projects of common interest shall
 concern the links listed in Annex II and marked on the map referred to in Annex I.
 SECTION 8: EUROPEAN WATERS SHIPPING                             INFORMATION             AND
                   MANAGEMENT NETWORK
 Article 20: Characteristics
 The trans-European shipping management and information network shall concern:
       coastal and port shipping services;
       vessel positioning systems;
                                                  43
 ---pagebreak---        reporting systems for vessels transporting dangerous goods;
       communications systems for distress and safety at sea.
It is intended to guarantee a high level of safety and efficiency of shipping and environmental
protection in European waters.
Article 21: Special conditions
Without prejudice to Articles 6 and 24, any project concerning:
       the understanding, organization and management of shipping and assistance to shipping
       in European waters, in particular in converging, dangerous or busy sea areas or with a
       view to protecting environmentally sensitive areas of the Community against the risks
       linked to shipping;
       implementation of the Community shipping information system in European waters, in
       particular as regards the movements and cargoes of vessels transporting dangerous or
       polluting goods;
        adaptation of digital data links and equipment intended to permit or optimize the
       coordination and exchange of computerized data within the network;
       traffic control and management systems;
        demonstration projects relating to the above projects, „
may be considered to be of common interest.
 SECTION 9: AIR TRAFFIC CONTROL NETWORK
 Article 22: Characteristics
 The trans-European air traffic management network shall comprise the aviation plan (airspace
 reserved for general aviation, aviation routes and aviation aids), the traffic management
 system, and the air traffic control system (control centres, surveillance and communications
 facilities) that are necessary for safe and efficient aviation in European airspace.
 It shall be established progressively with the aim of increasing network capacity and
 optimizing network utilization.
 Article 23: Special conditions
 Without prejudice to Articles 6 and 24, any project concerning:
        air traffic management which helps supply keep pace with demand;
                                                 44
 ---pagebreak---      better utilization of airspace by the various users and the establishment of a consistent
     and efficient system of routes;
     the harmonization of facilities and procedures so as to integrate the various service
     providers into a unified system;
     the improvement of system productivity, in particular by means of automated control
      assistance and potential conflict detection and resolution systems;
     the installation of means of communication, navigation and surveillance necessary for
      air traffic control, including the promotion of new technologies, in particular satellites
      and digital data networks;
      staff training on a harmonized basis,
may be considered to be of common interest.
SECTION 10: COMMON PROVISIONS
Article 24: Projects of common interest for the whole of the network
Without prejudice to Article 6, projects concerning the establishment of:
      satellite positioning and navigation infrastructures;
      the infrastructure needed for the European radio-navigation plan developed in
      collaboration with the competent international bodies,
shall be considered to be of common interest for all network components and for the network
as a whole.
More generally, the projects which may benefit from developments in the telecommunications
sector and telematics applications of general interest, will be subject to proper scrutiny to
ensure the necessary dovetailing between the trans-European transport network and the
trans-European telecommunications infrastructure network.
Article 25: Identification of projects of common interest
The Commission may specify the projects of common interest in accordance with the
procedure laid down in Article 26.
Article 26: Committee
 1.   The Commission shall be assisted by the Committee on Transport Infrastructures.
2.    The representative of the Commission shall submit to the Committee a draft of the
      measures to be taken. The Committee shall deliver its opinion on the draft within a time
      limit which the Chairman may lay down according to the urgency of the matter. The
                                                45
 ---pagebreak---      opinion shall be delivered by the majority laid down in Article 148(2) of the Treaty in
     the case of decisions which the Council is required to adopt on a proposal from the
     Commission. The votes of the representatives of the Member States within the
     Committee shall be weighted in the manner set out in that Article. The Chairman shall
     not vote.
     The Commission shall adopt measures which shall apply immediately. However, if these
     measures are not in accordance with the opinion of the Committee, they shall be
     communicated by the Commission to the Council forthwith. In that event the
     Commission may defer application of the measures which it has decided for a period of
     not more than one month from the date of such communication.
     The Council, acting by a qualified majority, may take a different decision within the
     time limit referred to in the previous paragraph.                               " -
3.   The Committee may examine any matter relating to the development of the
     trans-European transport network.
Article 27: Annual report
The Commission shall report to the Council, the Parliament, the Economic and Social
Committee and the Committee of the Regions on the implementation of the guidelines
described in this Decision two years after its entry into force and annually thereafter.
Article 28: Evaluation of guidelines
At the latest five years after the entry into force of this Decision, the Commission shall
evaluate the implementation of the guidelines laid down herein, including the network
structure plans and the identification of the projects of common interest, to verify the progress
made in bringing about the progressive integration of the network in accordance with the
objectives described in Article 2.
Article 29
This Decision shall enter into force on 1 July 1995.
Article 30
This Decision is addressed to the Member States.
Done at Brussels,
For the European Parliament                                          For the Council
The President                                                        The President
                                                46
 ---pagebreak--- ANNEX I: NETWORK SCHEMES
     ILLUSTRATED BY
           MAPS
            47
 ---pagebreak---  ---pagebreak---  ---pagebreak---              SCHEMA                  DU RESEAU ROUTIER
             TRANSEUROPEEN (HORIZON 2004)
             TRANSEUROPEAN ROAD NETWORK
             OUTLINE PLAN (2004 HORIZON)
             LEITSCHEMA DES TRANSEUROPÀISCHEN
             STRASSENNETZES (HORIZONT 2004)
             EXISTANT/EXISTING/BESTEHEND
             PUWRE/PUVNNED/GEPLANT
LES CONNEXIONS DANS LES PAYS "TIERS SONT PUREMENT INDICATIVES
THIRD COUNTRY CONNECTIONS ARE PURELY INDICATIVE
VERKNDUNGEN MIT DRITTLANDERN NUR HINWEISEND
 ---pagebreak---  ---pagebreak---  ---pagebreak---  ---pagebreak---  ---pagebreak---  ---pagebreak---                                              ÏLAN0
                                                                     mmzm
            UNO
                                OENQVA
                                                                              jÂNCÔ*^
                                                      Ç2&
                                                                 ROMA                         BARi
                                                                                    >
                                                                                      NÂPOLt
                                                CAGUARI
                                                                            PALERMO
               SCHEMA                         DU RESEAU ROUTIER
               TRANSEUROPEEN (HORIZON 2004)
               TRANSEUROPEAN ROAD NETWORK
               OUTLINE PLAN (2004 HORIZON)
               LEITSCHEMA DES TRANSEUROPÂISCHEN
               STRASSENNETZES (HORIZONT 2004)
          — • EXJSTANT/EXJSTINGVBESTEHEND
          . . PLANIFIE/PLANNED/GEPLANT
               CORRIDORS PRIORITAIRES EN EUROPE DE L'EST
          '• • EASTERN EUROPE PRIORITY CORRIDORS
               PRIORITARE KORRIDORE IN OST-EUROPA
LES CONNEXJONS DANS LES PAYS TIERS SONT PUREMENT INDICATIVES
LIAISONS DANS L'EX-YOUGOSLAVIE SEULEMENT P.M.
THIRD COUNTRY CONNECTIONS ARE PURELY INDICATIVE
LINKS IN FORMER YUGOSLAVIA P.M. ONLY                                                        S
VERB1NDUNGEN MIT D R I T T L A N D E R N NUR HINWEISEND
VERB1NOUNGEN IN FRÙHEREN YUGOSLAWIEN NUR P.M.
                                                                      0 i ;50   400^ISOkirC
 ITALIA                    SCALE 1:5 500.000                  03/94
 ---pagebreak---          SCHEMA                  DU RESEAU ROUTIER
         TRANSEUROPEEN (HORIZON 2004)
         TRANSEUROPEAN ROAD NETWORK
         OUTLINE PLAN (2004 HORIZON)
         LEITSCHEMA DES TRANSEUROPÂISCHEN
         STRASSENNETZES (HORIZONT 2004)
         EXISTANT/EXISTING/BESTEHEND
         PLANIFIE/PLANNED/GEPLANT
NEDERLAND             SCALE: 1:1.900.000         03/94
                                                    150 km
 ---pagebreak---  ---pagebreak---  ---pagebreak---  ---pagebreak---  ---pagebreak---                                 SCHEMA DU RESEAU FERROVIAIRE
                               TRANSEUROPEEN (HORIZON 2010)
                                TRANSEUROPEAN RAILWAY NETWORK
                                OUTLINE PLAN (2010 HORIZON)
                                LEITSCHEMA DES TRANSEUROPÀISCHEN
                                EISENBAHNNETZES (HORGONT 2010)
           mmtmm        RESEAU EUROPEEN GV (LN et LA) / EUROPEAN HS NETWORK (NI and Ut)
                        EUROPAISCHES HG-NETZ (ABS und MBS)
           mmmmmm
                        LIGNES CONVENTIONNELLES / CONVENTIONAL UNES / KONVENTIONELLE STRECKEN
           * + + +      LIGNES EUROPEENNES T C / EUROPEAN CT L»4ES / EUROPAJSCHE KV-LMEN
           LIGNES A DETERMINER OU A EVALUER / UNES TO BE DETERMINED OR EVALUATED /
           FESTZULEGENDE U N D Z U UNTERSUCHENOE STRECKEN
           • " « • • LIGNES A G V / H S LINES/HG-STRECKEN
            • • • • • • LIGNES CONVENTIONNELLES / CONVENTIONAL LUES I KONVENTIONELLE STRECKEN
          LES CONNEXIONS AVEC LES PAYS TIERS SONT PUREMENT INDICATIVES
          THRO COUNTRY CONNECTIONS ARE PURELY INDICATIVE
          VERBMXNGEN MIT DRITTLANDERN NUR HNWEISEND
HIRTSHALS
                                                                                              O
 ---pagebreak--- A (y ---pagebreak--- -•vi ---pagebreak---  ---pagebreak--- SCHEMA DU RESEAU FERROVIAIRE
TRANSEUROPEEN (HORIZON 2010)
TRANSEUROPEAN RAILWAY NETWORK
OUTUNE PLAN (2010H0RIZON)
LEITSCHEMA DES TRANSEUROPAISCHEN
EISENBArttCTZES (HORIZONT 2010)
            SCALE: 1:5.250.000
                                 ^ ™ ^ ~ UG*CSCX>WENrK»«CUXS/a»NENrK»W. LINES/KONVEOTX^^
                                 + + + 4> U<>eSEuROPe£MNESTOEUROf€ANCTU«S/euROPAISa-eKV.tjMEN
                                 LIGNES A DETERMINER OU A EVALUER / LINES TO BE DETERMINED OR EVALUATED I
                                 FESTZULEGENDE UNO ZU UNTERSUCHENDE STRECKEN
                                 • • • • UOKCSAGV/HSLtCS/HG-STRECKEN
                                          LIGNES CONVENDOtCLLES / CONVENTIONAL UNES / KONVENTIONELLE STRECKEN
                                 LES CONNEXIONS DANS LES PAYS TERS SONT PUREMENT mCATIVES
                                 THRO COUNTRY CONNECTIONS ARE PURELY NMCAT1VE
                                 VERBMXJNGEN MTT ORmUUNDERN NUR MNWEISEND
                                                                                                       ,H
 ---pagebreak--- ^ ---pagebreak---  ---pagebreak---                      SCHEMA DU RESEAU FERROVIAIRE
                    TRANSEUROPEEN (HORIZON 2010)
                     TRANSEUROPEAN RAILWAY NETWORK
                     OUTLINE PLAN (2010 HORIZON)
                     LEITSCHEMA DES TRANSEUROPÀISGHEN
                     EISENBAHNNETZES (HORIZONT 2010)
• M I ^ M     RESEAU EUROPEEN GV (LN et LA) / EUROPEAN HS NETWORK (NL and UL)
              EUROPAlSCHES HG-NETZ (ABS und NBS)
mmm
    "••       LIGNES CONVENTIONNEUES / CONVENTIONAL UNES / KONVENTKJNEUE STRECKEN
+ + + + UGNES EUROPEENNES TC / EUROPEAN CT UNES / EUROPAISCHE KV-UNIEN
LIGNES A DETERMINER OU A EVALUER / LINES TO BE DETERMINED OR EVALUATED /
FESTZULEGENDE UND ZU UNTERSUCHENDE STRECKEN
^     • • • • UGNES A GV/HS UNES/H&STRECKEN
• • " • • UGNES CONVENTIONNELLES / CONVENTIONAL UNES / KONVENTIONELLE STRECKEN
  LUXEMBURG / LUXEMBOURG                     SCALE: 1:400.000             03/94
                                                                           15 km
                                                                                 c
                                                                                   l-t
 ---pagebreak---                 SCHEMA DU RESEAU FERROVIAIRE
                TRANSEUROPEEN (HORIZON 2010)
                TRANSEUROPEAN RAILWAY NETWORK
                OUTLINE PLAN (2010 HORIZON)
                LEITSCHEMA DES TRANSEUROPÂISCHEN
                EISENBAHNNETZES (HORIZONT 2010)
• M M »  RESEAU EUROPEEN GV (LN et LA) / EUROPEAN HS NETWORK (NL and UL)
         EUROPAlSCHES HG-NETZ (ABS und NBS)                                       ;ip:^::^E^^I:l^y|?lili||]p^|]É:
— • — " LIGNES CONVENTIONNELLES / CONVENTIONAL LINES / KONVENTIONELLE STRECKEN
+ + + + LIGNES EUROPEENNES TC / EUROPEAN CT UNES / EUROPAISCHE KV-UNIEN
LIGNES A DETERMINER OU A EVALUER / LINES TO BE DETERMINED OR EVALUATED /
FESTZULEGENDE UND ZU UNTERSUCHENDE STRECKEN
m w a LIGNES A GV / HS LINES / HG-STRECKEN
• mmm « M L |QNES CONVENTIONNELLES / CONVENTIONAL LINES / KONVENTIONELLE STRECKEN
                                                                                             33
                                                                                  —       -    --~=-'—"^-ffsï
 ---pagebreak---  ---pagebreak---                      SCHEMA DU RESEAU FERROVIAIRE
                     TRANSEUROPEEN (HORIZON 2010)
                     TRANSEUROPEAN RAILWAY NETWORK
                     OUTLINE PLAN (2010 HORIZON)
                     LEITSCHEMA DES TRANSEUROPÀISCHEN
                     EISENBAHNNETZES (HORIZONT 2010)
 B H B       RESEAU EUROPEEN<JV(UN at LA)/EUROPEANHSNETWORK(H. and UL)
             EUROPAlSCHES H04NETZ (ABS und NBS)
 • » " i « " LIGNES CONVENTIONNELLES/CONVENTIONAL UCS/K0NVENT10NELLE STRECKEN
 4>4>4>d> UO»NESEl«CiPeEht«STC/EURCPEANCTLtNES/EIJROPASO<ICV-UNEN
 LIGNES A DETERMNER OU A EVALUER / LINES TO BE DETERMINED OR EVALUATED /
 FESTZULEOENOE UNO ZU UNTERSUCHENDE STRECKEN
 • • i ^ B LK9NESAOV/HSUNES/HO-STREOXEN
 • « • • • LK»CSC»NVENTK3MNEU£S/CONVENTIONAL L t t » / K O N V E N n O * E ^
 UNITED KINGDOM                  SCALE: 1:5.000.000
jgiilglgWgp^JÉI^Iâirt
             PENZANCE
 ---pagebreak---   SCHEMA DL RESEAU FERROVIAIRE
   TRANSEUROPEEN (HORIZON 2010)
TRANSEIROPEAN RAILWAY NETWORK
     OUTLINE PLAN (2010 HORIZON)
 LEITSCHEMA DES TRANSEUROPÀISCHEN
    EISENBAHNNETZES (HOR1ZONT 2010)
LIGNES NOUVELLES (LN)^250 km/h
NEW LINES (LN),J-250 km/h
NEUBAUSTRECKEN (NBS)^ 250 km/h
LIGNES AMENAGEES (l.A)_+ 200 km/h
UPCRATED LINES (l'L)_+ 200 km/h
Al SUAI STRECKEN (ABS) + 200 km/h
CORRIDORS PRIORITAIRES EN El'ROI'E
DE L'EST
EASTERN El'ROI'E PRIORITY CORRIDORS
PRIORI TARE KORRIDORE IN OST-Kl ROPA
 ---pagebreak---                                                                              COMMUNAUTES EUROPEENNES
                                                                             INFRASTRUCTURES DE TRANSPORT
                                                                             EUROPEAN COMMUNITIES
                                                                             TRANSPORT INFRASTRUCTURE
                                                                             EUROPABCHE GEMEINSCHAFTEN
                                                                             VERKEHRSINFRASTRUKTUR
                                               SCHEMA DIRECTEUR DES VOIES NAVIGABLES
                                                           D'INTERET COMMUNAUTAIRE
                                                     OUTLINE PLAN OF EUROPEAN INLAND
                                                               WATERWAYS NETWORK
                                                       LEITSCHEMA DES EUROPABCHEN
                                                       BINNENWASSERSTRASSENNNETZES
                    PROJETS PRIORITAIRES                                                      AUTRES PROJETS
                    PRIORITIES                                                              OTHERS PROJECTS
                    PRIORITÀTEN                                   Chorion manquant          ANDERE PROJEKTE
                                                                       Missing Hnk
                                                                          LÙCK0
                            o                                    Goofet d'étrangement
                                                                       Bottleneck
                                                                        Engposj
                     BASSIN DU RHIN / RHINE AND TRIBUTARIES / RHEINBECKEN
                                                                                             O
                     )  -  C a n a l latéral a u Rhin (Kembs)
                     2  -  Moselle ( N a n c y - Koblenz)
                     3  -  Mittelihein (Koln - Koblenz)
                     4  •  Rhein / M e u s e
                     5  -  Waal ( N i i m e g e n )
                     AXES EST-OUEST / EAST- WEST ROUTES / OST-WEST ACHSEN
                     6 - Twenlekanaol / Mittellandkanal
                     7 - Dortmund-Ems-Kanal ( D a t l e l n / B e r g e s h o v e d e )
                     8 - M i t t e l l a n d k a n a l (Hannover-Minden)
                     9 - Elbe - M i t t e l l a n d k a n a l ( M a g d e b u r g )
                     10 - Elbe/Oder
                     ) 1 - Elbe ( H a m b u r g / M a g d e b u r g )
                     12 - Elbe ( M a g d e b u r g / C S )
                     13 • E l b e / O d e r / D o n o u (')
                     AXES NORD-SUD / NORTH-SOUTH ROUTES / NORD-SUD ACHSEN
                     14 - Liaison Rhin/Rhône • Rhin/ Rhône Link • Rhem/Rhone Vterbindung
                     15 Moselle/Saône
                     16 Seine/Moselle
                     I 7 - Seine/Escau!
                     18 - C a n a l du centre (Mons/La Louvièie)
                     19 • Deùle/Lys
                     20 Z e e b r u g g e / G e n l
                     21 - Gent (Evergem)
                     22 C o b e r g k a n a a l
                    '23 - j u h a n a k a n a a l
                     24 - L a n a y e
                     AXE SUD-EST / SOUTH-EST ROUTE / SUD-OST ACHSE
                     25   - Main/Main-Donaukanal
                     26   - Mam-Donaukanal
                     27   - D o n a u (Straubing/Vilshofen)
                     28   - D o n a u (Wien/Budapest) (")
                     AXE P ô ADRIATIQUE - DANUBE/PÔ                          ADRIATIC DANUBE/PO-ADRIA-DONAU
                     29 - A d r i a t i c o / D a n y b i o (')
                     30 - Pô
                                                                            04.93
     * V *» * IV* \ **
                                                                                                              <A
                                                                                                          <?\
                                                                                    \      ORCA D E S I G N O
J2n.
 ---pagebreak---  ---pagebreak---                                         Trans-European airport network
                                                Network components
                                      Réseau aéroportuaire transeuropéen
                                               Composantes du réseau
                                       Transeuropâisches Flughafennetz
                                                 Netzkomponenten
  : ;::€x'.;:x:
La Reunion (F)
       Guadeloupe (F)     $^
            Martinique (F)   Il
      Açores;(P)
         :^i    M9deira:(P)
           Canarias {ES)
                                *A>^.
 ---pagebreak---      TRANSEUROPEEN (HORI/ON 2010)
 TRANSEVROPEAN RAILWAY NETWORK
     Ol 11.INK PLAN (2010 HORIZON)
I.KITSC I1KMA DES 1 KANSEl 'ROPAISl I1KN
   E I S E N B A H N N E T 7 . E S (HORIZONT 2010)
  LIGNES EUROPEENNES TC
  EUROPEAN(T LINES
  El ROPAISCI1K KV-I.INIEN
  EXTENSIONS POTENTIELLES
  POTENTIAL CONNECTIONS
  POTENTIELLE VERIHN1)UN<;EN
 ---pagebreak---                       ANNEX II: LINKS AND SPECIFICATIONS
Projects of common interest are related to
        links and axes for the network elements listed hereafter in
                Section 2            roads
                Section 3            railways
                Section 4            inland waterways
        criteria and/or specifications for the nodes described hereafter in
                Section 5            ports
                Section 6            airports
        the railway sections of the combined transport network in
                Section 7            combined transport
        all routes and axes on the network schemes as shown in Annex I for projects
        concerning interoperability, traffic management and control
                                              78
 ---pagebreak--- Section 2: the road links
                                                         Thessaloniki-Moudania
                     North - South links                 Patra-Athina-Thessaloniki-Serres-(Sofija)
Letterkenny-Sligo-Galway-Limerick-Waterford              Kavala-Serres-(Sofija)
Vigo-Braga-Porto-Lisboa-Faro                             Alexandroupoli-Ferres-Greek/Bulgarian/Turkisrborder
Ponte do Freixo and access
Figueira da Foz-Viseu-Vila Real-Chaves-(Verin)                                 West - East links
Ourique-Evora-Estremoz-Castelo Branco-Guarda-Bragança    Esbjerg-Kolding-GreatBeR(Storebaeltsforbindelsen)-
Londonderry-Omagh-Ballygawley-Monaghan-Ardee             Oeresundsforbindelsen(Denmark-Sweden)
La Corufla-Benavente                                     Letterkenny-Londonderry-Belfast-Larne-Stranraer-Carlisle-
Larne-Belfast-Dublin-Wexford-Rosslare                    Newcastle
Sevilla-Mérida-Benavente-Oviedo                          Sligo-Enniskillen-Belfast
I n ve rness-GIa sgow-Ca rlisle                          Sligo-Kinnegad-Dublin
Edinburgh-Carlisle                                       Galway-Kinnegad
Côrdoba-Mélaga                                           Emmen-Meppen
Santander-Burgos-(Madrid)-Bailén-Granada-Motril          Nord-Ost-UmfahrungHamburg-Lubeck-Rostock-(Szczecin)
Invemess-Aberdeen-Dundee-Edinburgh-Newcastle-Leeds-      Limerick-Portlaoise-Dublin
Peterborough-London                                      Holyhead-Birmingham-Cambridge-Felixstowe/Harwich
Urbina-Mâlzaga                                           Enschede-MQnster
Pamplona-lrûn                                            Fishguard/MilfordHaven-Carmarthen-Cardiff-Severn Bridge-
Murcia-Albacete                                          Oxford-Felixstowe/Harwich
Pau-Oloron-Huesca-Zaragoza-Sagunto                       Swansea-Raglan
Caen-Rennes-Nantes-Niort-LaRochelle-Saintes              Cork-Portlaoise
Cherbourg-Caen-LeMans                                    Cork-Wexford
Abbeville-Rouen-LeMans-Tours                             Gottingen-Halle
Vierzon-Toulouse-Puymorens-Barcelona                     Roermond-Mônchengladbach
Zeebrugge-Jabbeke-Veurne-Bmkerque-Calais-Boulogne-       Plymouth-Exeter-London-Felixstowe/Harwich
Amiens-Paris                                             Kassel-Wommen
Lille-Amiens                                             Bad Hersfeld-Gôrlitz
Paris-Nevers                                             Boulogne-St. Orner
Clermont-Ferrand-Béziers                                 Lille-Tournai-Halle-Bruxelles
Dinteloord-Bergen-op-Zoom                                Le Havre-Amiens-Saint-Quentin
Bouillon-Charleville-Reims-Troyes-Auxerres               Schweinfurt-Bayreuth
Dijon-DÔle-Grenoble-Sisteron-Aix-Liaison A 51-A8         Nûmberg-(Praha)
Liège-Bastogne                                           Strasbourg-Kehl
Liège-Malmedy-Bitburg-Wittlich-Trier                     Troyes-Paris
Boxmeer-Venlo-Maasbracht                                 Orléans-Sens
(Genève)-Annecy                                          Vannes-Nantes-Angers-Tours-Vierzon
Autoroute du Chablais                                     Bordeaux-Clermont-Ferrand
Venlo-Mûnchengladbach                                    MUnchen-Memmingen-Wangen
 Luxembourg-Saarbrucken                                  Mûnchen-Pocking
Emden-Rheine-Bielefeld-OsnabrUck                         Lyon-Fréjus tunnel
 Nice-Cuneo-Asti                                         Balbigny (A72)-Lyon
Strasbourg-Ludwigshafen                                  Bergamo-Como-Varese-Ivrea
 Kôln-Blankenheim-Daun(A1 )-Trier                         Brescia-Milano
 Bastia-Ajaccio                                           Porto Garibaldi-Ferrara-Verona
 Sassari-Olbia-Cagliari                                  Aries-Sa Ion-Marseille
Sestri Levante-Tortona                                   Pau-Toulouse
 Kassel-Frankfurt _                                       La Coruna-Oviedo-Santander
 Hirtshals/Frederikshavn-Aalborg-Randers-                 Palencia-Benavente-Vigo
Aarhus (Aarhus by-pass)                                   Porto-Vila Real-Bragança-Zamora-Valladolid
 Lubeck-Fehmarn                                          Aveiro-Viseu-Guarda-Salamanca-Valladolid
 Erfurt-Bamberg                                           Barcelona-Lérida
 Erfurt-Wurzburg                                         Alca ne na -Abra nte s-Ca ste lo Bra nco
 Parma-Verona                                             Igoumenitsa-loannina-Metsovo-Thessaloniki-Kavala-
 Civitavecchia-Livorno-Lucca-Modena                      Alexandroupoli-(lstanbul)
 Magdeburg-Halle                                          Metsovo-Larissa-Volos
 Roma-Perugia-Ravenna-Venezia                             Ciudad Real-N.IV-N Ill-Valencia
 Dresden-(Praha)                                          Albacete-Valencia
 Catania-Siracusa                                        Antirrio-Lamia
 Brindisi-Ta ra nto-Sibari-Catanza ro-La mezia            Lisboa-Evora-Estremoz-(Madrid)
 Bari-Brindisi-Otranto                                    Messina-Palermo
 Kalamata-Patra-loannina-(Durres)                         Elefsis-Stavros-Spata-Lavrio
 Lamia-Trikala-Siatista-(Tirane)                          Granada-Murcia
 Korinthos-Tripoli-Kalamata                               Sevilla-Huelva-Ayamonte-Faro
 Elefsis-Thiva                                            Almerla-Motril-Mâlaga-Algeciras-Câdiz
 Thessaloniki-(Skopje)                                    Northern Krete axis
                                                      79
 ---pagebreak--- Section 3: the railway links
          Brenner Axis: railway line through the Alps;                 High Speed Train route; Paris-Strasbourg;
          Paris-Bruxelles-Cologne-Amsterdam-London                     High Speed Train route; Karlsruhe-
          (PBKAL); High Speed Trains; Belgium;                         Frankfurt/Main-Berlin;
          Paris-Bruxelles, Cologne-Amsterdam-London                    Rotterdam-Betuwe line (Cologne-Frankfurt/Main-
          (PBKAL); High Speed Trains; Netherlands;                     Karlsruhe (Switzerland-Italy) railway line;
          Paris-Cologne-Amsterdam-Londres (PBKAL);           10.       Lyon-Turin; High       Speed      Trains/combined
          High Speed Trains; London-TunnelAccess;                      transport;
          Madrid-Barcelona-PerpignanHigh Speed Trains;       11        Urban bypass sections for combined transport
          Fehmarn-BeltCrossway.construction of fixed link              corridors.
          between Denmark and Germany and adaptation
          of access lines.
Section 4: the inland waterway links
links to be completed                                        links to be completed within 10 years
Rhine                                                        East-West
1.        Canal lateral to Rhine (Kembs)                     1.         Improvement of the Mitttellandkanal and
2.        Moselle (Nancy - Koblenz)                                    clearance of the Elbe at Magdeburg
3.        Neckar (Heilbronn)                                 2.         Improvement of navigation on the Elbe between
4.        Mittelrhein (Kôln - Koblenz)                                 Magdeburg and the Czech Border
5.        Rhine/Meuse                                        3.         Improvement of links between the Elbe and the
6.        Waal (Nijmegen)                                               Oder
                                                             4.        Twentekanaal-Mittellandkanal link
East-West
7.        Dortmund-Ems-Kanal (Datteln/Bergeshûvede)          North-South/Rhine Axe
8.        Elbe (Hamburg/Magdeburg)                           5.         Rhine-Rhone route
9.        Saale
North-South                                                  North-South
10.        Moselle/Saône                                     6.         Seine-Schelde link in France and Schelde in
11.        Seine/Moselle                                                Belgium
12.        Zeebrugge/Gent                                    7.         Improvement of Schelde-Rhine link:
13.        Cabergkanaal                                      (a)        Improvementof Antwerp-Bruxelles-Charleroi axis
                                                             (b)        Improvement of the Eastern Branch towards the
Secondary link                                                          Rhine via the Central Canal, the Meuse, the
14.        Po (Cremona/Adriatic)                                        Lanaye Canal in Belgium and the Juliana Canal
15.        Duoro                                                        in the Netherlands
16.        Tagus
17.        Guadiana
18.        Canals of Weaver/Bridgewater(intersection)        South-East
                                                             8.         Improvement of navigation on the Main and the
                                                                        Danube between Straubing and Vilshofen
                                                          80
 ---pagebreak--- Section 5: ports
1.           Categories of ports and ports related projects
Infrastructure projects in or related to ports should come                      improving accessibility and strengthening
under one or more of the following categories:                                  economic and social cohesion in the European
                                                                                Community by enhancing the internal maritime
A.           Access to the port from the sea or inland                          links, paying particular attention to island and
             waterway.                                                          remoter regions of the Community.
B.           Port infrastructure inside the port area.
C            Inland transport infrastructure inside the port        3.          Specific Conditions to be met
             area.
D.           Inland transport infrastructure links which provide    In addition, each project should be viable on the basis of a
             access to sections of the trans-European               financial analysis or, failing that, on the basis of a social
             transport network.                                     cost/benefit analysis, as considered by the procedure
                                                                    referred to in Article 26
2.           Specific Aims of Projects
                                                                    Each project should also contribute either to:
 Port and port-related projects of common interest should
 meet one or more of the following specific aims:                                integrating traffic into the trans-European
                                                                                transport network or a multi-modal transport
             facilitating the growth of intra- and extra-                        chain; or
              European Community trade;                                          the greater use of environmentally-friendly
             supporting the principle of sustainable mobility by                transport.
             helping to relieve congested land corridors and to
             minimise the external costs of European
             transport by, for example, increasing the maritime
             share of total traffic; and
 Section 6: airports
 I. Eligibility criteria for airports of common interest
 Airports of common interest must meet the criteria of one of                      movements and located off the European
 the following network components :                                                mainland at a distance of no less than 500 km
                                                                                   from the nearest Community connecting point
 (i)   Community connecting points will include
                                                                     (iii) Accessibility points will include all airports
       all airports or airport systems* with a total annual
       traffic volume of no less than                                              with an annual traffic volume between 500,000
                                                                                   and 899,999 passenger movements of which
                5,000,000 passenger movements minusl 0%or                          less than 30% are non-national
                100,000 commercial aircraft movements or                           with an annual traffic volume between 250,000
                150,000 tonnes freight throughput or                               minus 10% and 499,999 passenger movements
                1 S>O0,Q00 extra-EC passenger movements                            or
                                                                                   with an annual traffic volume between 10,000
       as well as new airports in replacement of existing                          and 49,999 tonnes freight throughput or
       Community connecting points for which further                               located on an island of a Member State or
       development on the existing site is not possible.                           located in a remote area of the Community with
                                                                                   commercial services operated by aircraft with a
  (ii) Regional connecting points will include                                     maximum take-off weight of no less than
                                                                                    10 tonnes.
       all airports or airport systems with an annual traffic
       volume                                                              An airport is located in a remote area if it is situated
                                                                           outside a radius of at least 100 km of the nearest
                between 1,000,000 minus 10% and 4,499,999                  Community or regional connecting point. This distance
                passenger movements or                                     may, by way of exception, be reduced to 75 km in
                between 50,000 and 149,999 tonnes freight                  order to take account of difficult access due to the
                throughput or                                              geographical situation or the poor quality of the inland
                between 500,000 and 899,999 passenger                      infrastructure.
                movements of which at least 30% are non-
                national or                                          •airport systems: see 0J No 240/14 of 24 August 1992
                between 300,000 and 899,999 passenger
                                                                 81
 ---pagebreak--- II. Specifications for projects of common interest related to the airport network
All projects will qualify as projects of common interest if they meet the following specifications :
                            PROJECT SPECIFICATIONS                                                   TYPE
    I. Optimization of existing airport capacity
    Measure 1 - Optimization of the existing capacity in terms of aircraft,       Community connecting point
    passengeror freight movements, including air navigation equipment              Regional connecting point
    depending on the airport                                                      Accessibility point
    Measure 2 - Improvement of airport security and safety                        Community connecting point
                                                                                  Regional connecting point
                                                                                  Accessibility point
    Measure 3 - Adaptation of existing infrastructures made necessary by           Community connecting point
    completion of the internal market and in particular by the measures            Regional connecting point
    governing the free movement of persons within the Union
    II. Development of new airport capacities
     Measure 4 - Development of the infrastructure and equipmentwhich              Community connecting point
    determine airport capacity in terms of aircraft, passengeror freight           Regional connecting point
    movements, including air navigation equipment depending on the
    airport
     Measure S - Construction of a new airport to replace an existing              Community connecting point
     airport or airport system which cannot be developed further on its
     existing site
     III. Improvement of protection against nuisances generated by airport activities
     Measure 6 - Improvement of environmental compatibility in terms of            Community connecting point
     noise and the treatment of airport effluent
     IV. Improvement or development of airport access
     Measure 7 - Improvement or deve lopmentof interfaces between the              Community connecting point
     airport and access infrastructures                                            Regional connecting point
     Measure 8 - Improvement and development of interconnectionswith               Community connecting point
     other transport networks, including the rail network
                                                                  82
 ---pagebreak--- Section 7: railway links for combined transport
the following links shall be completed within five years               The following links shall be completed in ten
                                                                       years
1.       Taulov - Norhtern Jutland
2.       Hamburg - Padborg - Taulov - Copenhague                       1.       Madrid - Albacete - Valence
3.       Hamburg - Berlin                                              2.       Madrid - Irun - France
4.       Hanovre - Berlin                                              3.       Bologne - Bari/Brindisi - Grèce
5.       Nuremberg - Berlin                                            4.       Igoumenitsa - Patras
6.       Berlin - Dresde                                               5.       Patras - Athènes
7.       Francfort - WQrzburg                                          6.       A t h è n e s - Larissa (Volos) -
8.       Ligne de Betuwe (Rotterdam-Ruhr)et les connexionsaux Pays-Bas          Thessalonique - frontière du Nord
         vers Hengelo et Venlo                                                  (ancienne Yougoslavie, Bulgarie et
 9.      Rotterdam - Anvers/Zeebrugge - Bruxelles - Luxembourg -                Albanie)
         Bettembourg.                                                           Igoumenitsa - Volos
 10.     Anvers - Aix la Chapelle                                               Igoumenitsa - Thessalonique
 11.     Rotterdam - Anvers - Bruxelles - Aulnoye                               Thessalonique - Alexandroupolis -
 12.     Aix la Chapelle - Liège - Erquelinnës                                  Ormenio (frontières Grèce/Turquie -
 13.     Porto - Lisbonne - Madrid - Barcelone                                  Grèce/Bulgarie)
 14.     Lisbonne - Burgos - Irun - frontière franco-espagnole         10.      Bologne - Rome - Naples
 15.     Port-Bou - Barcelone - Valence - Murcie                       11.      Naples - Reggio Calabria - Messine -
 16.     Madrid - Almeria/Algésiras                                             Palerme/Catane
 17.     Le Havre - Paris                                              12.      Gênes- Livourne- Rome
 18.     Dijon - Modane                                                13.      Civitavecchia - Olbia - Sassari - Cagliari
 19.     Paris - Strasbourg                                            14.      Anvers - Ruhr
 20.     Kehl - Dijon                                                  15.      Hengelo- Osnabrûck
 21.     Nancy - Avignon                                               16.      Venlo - Cologne
 22.     Marseille - Gênes                                             17.       Berlin - Francfort/Oder - frontière :
 23.     Avignon-Narbonne                                                       Allemagne/Pologne
 24.     Paris - Dijon                                                 18.       Berlin - Stralsund
 25.     Paris - Hendaye                                               19.      Dresden - frontière :
 26.     Aulnoye - Metz                                                         Allemagne/Républiquetchèque
 27.     Tarvis - Udine - Bologne                                      20.       Dresden - Gôrlitz - frontière
 28.     Axe du Brenner- Bologne                                                Allemagne/Pologne
 29.     Udine - Trieste
 30.     Iselle - Turin/Milan - Bologne
 31.     Modane - Turin - Milan
 32.     Chiasso - Milan
 33.     Vérone - Trieste
 34.     La Spezia - Fidenza
 35.     Livourne - Florence
 36.     Patras - Athènes
 37.     Athènes - Larissa (Volos) -Thessalonique - frontière du Nord
         (ancienne Yougoslavie et Bulgarie)
                                                               83
 ---pagebreak---                                                                      ISSN 0254-1475
                                                              COM (94) 106 final
                                                      DOCUMENTS
EN                                                                              07
                                 Catalogue number : CB-CO-94-122-EN-C
                                                             ISBN 92-77-67054-1
Office for Official Publications of the European Communities
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