20.12.2013   

EN

Official Journal of the European Union

L 348/1

(1)

Decision No 1692/96/EC of the European Parliament and of the Council (3) was recast in the interest of clarity by Decision No 661/2010/EU of the European Parliament and of the Council (4).

(2)

The planning, development and operation of trans-European transport networks contribute to the attainment of major Union objectives, as set out in, inter alia, the Europe 2020 Strategy and the Commission White Paper entitled "Roadmap to a Single European Transport Area – Towards a competitive and resource efficient transport system" ("the White Paper"), such as the smooth functioning of the internal market and the strengthening of economic, social and territorial cohesion. Their specific objectives also include allowing the seamless, safe and sustainable mobility of persons and goods, ensuring accessibility and connectivity for all regions of the Union, and contributing to further economic growth and competitiveness in a global perspective. Those specific objectives should be achieved by establishing interconnections and interoperability between national transport networks in a resource-efficient and sustainable way. For example, rail interoperability could be enhanced by innovative solutions aimed at improving compatibility between systems, such as on-board equipment and multi-gauge rail tracks.

(3)

Growth in traffic has resulted in increased congestion in international transport. In order to ensure the international mobility of passengers and goods, the capacity of the trans-European transport network and the use of that capacity should be optimised and, where necessary, expanded by removing infrastructure bottlenecks and bridging missing infrastructure links within and between Member States and, as appropriate, neighbouring countries, and taking into account the ongoing negotiations with candidate and potential candidate countries.

(4)

As stated in the White Paper, the efficiency and effectiveness of transport can be significantly enhanced by ensuring a better modal integration across the network, in terms of infrastructure, information flows and procedures.

(5)

The White Paper calls for the deployment of transport-related information and communication technology to ensure improved and integrated traffic management and to simplify administrative procedures through improved freight logistics, cargo tracking and tracing, and optimised schedules and traffic flows. As such measures promote the efficient management and use of transport infrastructure, they should fall within the scope of this Regulation.

(6)

The trans-European transport network policy has to take into account the evolution of transport policy and infrastructure ownership. Member States are still the principal entity in charge of creating and maintaining transport infrastructure. However, other entities, including private-sector partners, have also become relevant for the implementation of a multimodal trans-European transport network and the related investments, including regional and local authorities, infrastructure managers, concessionaires or port and airport authorities.

(7)

The trans-European transport network consists to a large extent of existing infrastructure. In order fully to achieve the objectives of the new trans-European transport network policy, uniform requirements regarding the infrastructure should be established in a Regulation to be complied with by the infrastructure of the trans-European transport network.

(8)

The trans-European transport network should be developed through the creation of new transport infrastructure, through the rehabilitation and upgrading of existing infrastructure and through measures promoting its resource-efficient use. In specific cases, due to the absence of regular maintenance in the past, rehabilitation of rail infrastructure is necessary. Rehabilitation is a process resulting in the achievement of the original construction parameters of existing railway infrastructure facilities combined with the long-term improvement of its quality compared to its current state, in line with the application of the requirements and provisions of this Regulation.

(9)

In the implementation of projects of common interest, due consideration should be given to the particular circumstances of the individual project concerned. Where possible, synergies with other policies should be exploited, for instance with tourism aspects by including, within civil engineering structures such as bridges or tunnels, bicycle infrastructure for long-distance cycling paths like the EuroVelo routes.

(10)

The trans-European transport network should best be developed through a dual-layer structure consisting of a comprehensive network and a core network based on a common and transparent methodology, those two layers being the highest level of infrastructure planning within the Union.

(11)

The comprehensive network should be a Europe-wide transport network ensuring the accessibility and connectivity of all regions in the Union, including the remote, insular and outermost regions, as also pursued by the Integrated Maritime Policy established by Regulation (EU) No 1255/2011 of the European Parliament and of the Council (5), and strengthening social and economic cohesion between them. The guidelines laid down by this Regulation ("the guidelines") should set the requirements for the infrastructure of the comprehensive network, in order to promote the development of a high-quality network throughout the Union by 2050.

(12)

The White Paper also acknowledges that there remain substantial divergences, in terms of transport infrastructure, between Eastern and Western parts of the Union. Those divergences need to be tackled in order to achieve a fully integrated European transport infrastructure network.

(13)

The core network should be identified and appropriate measures should be taken for its development by 2030 as a priority within the framework provided by the comprehensive network. The core network should constitute the backbone of the development of a sustainable multimodal transport network and should stimulate the development of the entire comprehensive network. It should enable Union action to concentrate on those components of the trans-European transport network with the highest European added value, in particular cross-border sections, missing links, multimodal connecting points and major bottlenecks serving the objective, set out in the White Paper, of reducing greenhouse gas emissions from transport by 60 % below 1990 levels by 2050.

(14)

Exemptions from the infrastructure requirements applicable to the core network should be possible in duly justified cases. This should include cases where investment cannot be justified, for example in sparsely populated areas.

(15)

The particular situation of isolated or partially isolated rail networks should be recognised by way of exemptions from certain infrastructure requirements.

(16)

When carrying out the review of the implementation of the core network by 2023, the Commission should take into account national implementation plans and future enlargements.

(17)

The trans-European transport network covers only part of the existing transport networks. In the framework of the review of the implementation of the core network by 2023, the Commission should evaluate, in cooperation with the Member States concerned, whether other parts, such as certain class III inland waterways, should be integrated into the network. In the context of that review, the Commission should also assess the state of progress of the projects and should be able, where necessary, to reconsider the deadlines, taking account of any developments that may affect the likelihood of those deadlines being met.

(18)

When carrying out the review of the implementation of the core network by 2023, the Commission, after consulting the Member States, should evaluate whether to include other parts in the network, especially the priority projects included in Decision No 661/2010/EU.

(19)

In order to establish the core network in a coordinated and timely manner, thereby making it possible to maximise the network benefits, Member States concerned should ensure that appropriate measures are taken to finalise the projects of common interest by 2030. With respect to the comprehensive network, Member States should make all possible efforts with the aim of completing it and complying with the relevant provisions of the guidelines by 2050.

(20)

It is necessary to identify projects of common interest which will contribute to the achievement of the trans-European transport network and which contribute to the achievement of the objectives and correspond to the priorities established in the guidelines. Their implementation should depend on their degree of maturity, on their compliance with Union and national legal procedures and on the availability of financial resources, without prejudging the financial commitment of a Member State or of the Union.

(21)

Projects of common interest should demonstrate a European added value. Cross-border projects typically have a high European added value, but may have lower direct economic effects compared to purely national projects. Such cross-border projects should be the subject of priority intervention by the Union in order to ensure that they are implemented.

(22)

Projects of common interest for which Union funding is sought should be the subject of a socio-economic cost-benefit analysis based on a recognised methodology, taking into account the relevant social, economic, climate-related and environmental benefits and costs. The analysis of climate-related and environmental costs and benefits should be based on the environmental impact assessment carried out pursuant to Directive 2011/92/EU of the European Parliament and of the Council (6).

(23)

In order to contribute to the climate reduction targets of the Transport White Paper of a 60 % cut in greenhouse gas emissions below 1990 levels by 2050, the greenhouse gas impacts of projects of common interest in the form of new, extended or upgraded transport infrastructures should be assessed.

(24)

Some parts of the network are managed by actors other than Member States. However, Member States are responsible for ensuring that the rules governing the network are correctly applied within their territory. As the development and implementation of the trans-European transport network requires a common application of this Regulation, all parts of the network should be subject to the rights and obligations provided for by this Regulation, as well as to those laid down in other relevant Union and national law.

(25)

Cooperation with neighbouring and third countries is necessary in order to ensure connection and interoperability between the respective infrastructure networks. Therefore, the Union should where appropriate promote projects of common interest with those countries.

(26)

In order to achieve modal integration across the network, adequate planning of the trans-European transport network is required. This also entails the implementation of specific requirements throughout the network in terms of infrastructure, telematic applications, equipment and services. It is therefore necessary to ensure adequate and concerted deployment of such requirements across Europe for each transport mode and for their interconnection across the trans-European transport network and beyond, in order to obtain the benefits of the network effect and to make efficient long-range trans-European transport operations possible.

(27)

In order to determine existing and planned transport infrastructures for the comprehensive and the core network, maps should be provided and adapted over time to take into account the evolution of traffic flows. The technical basis of those maps is provided by the interactive geographical and technical information system for the trans-European transport network (TENtec), which contains a higher level of detail concerning the trans-European transport infrastructure.

(28)

The guidelines should set priorities in order to enable the trans-European transport network to be developed within the specified timescale.

(29)

Telematic applications are necessary in order to provide the basis for optimising traffic and transport operations and traffic safety and improving related services. Information to passengers, including information on ticketing and reservation systems, should be provided in line with Commission Regulation (EU) No 454/2011 (7).

(30)

The guidelines should provide for the development of the comprehensive network in urban nodes, in accordance with Union aims regarding sustainable urban mobility, as those nodes are the starting point or the final destination ("last mile") for passengers and freight moving on the trans-European transport network and are points of transfer within or between different transport modes.

(31)

Thanks to its large scale, the trans-European transport network should provide the basis for the large-scale deployment of new technologies and innovation, which, for example, can help to enhance the overall efficiency of the European transport sector and reduce its carbon footprint. This will contribute towards the objectives of the Europe 2020 Strategy and the White Paper's target of a 60 % cut in greenhouse gas emissions by 2050 (based on 1990 levels) and at the same time contribute to the objective of increasing fuel security for the Union. In order to achieve those objectives, the availability of alternative clean fuels should be improved throughout the trans-European transport network. The availability of alternative clean fuels should be based on demand for those fuels and there should not be any requirement to provide access to each alternative clean fuel at each fuel station.

(32)

The trans-European transport network must ensure efficient multi-modality in order to allow better and more sustainable modal choices to be made for passengers and freight and in order to enable large volumes to be consolidated for transfers over long distances. This will make multimodality economically more attractive for passengers, users and freight forwarders.

(33)

In order to achieve a high-quality and efficient transport infrastructure across all modes, the development of the trans-European transport network should take into account the security and safety of passengers and freight movements, the contribution to climate change and the impact of climate change and of potential natural and man-made disasters on infrastructure and accessibility for all transport users.

(34)

During infrastructure planning, Member States and other project promoters should give due consideration to the risk assessments and adaptation measures adequately improving resilience to climate change and environmental disasters.

(35)

Member States and other project promoters should carry out environmental assessments of plans and projects as provided for in Council Directive 92/43/EEC (8), Directive 2000/60/EC of the European Parliament and of the Council (9), Directive 2001/42/EC of the European Parliament and of the Council (10), Directive 2009/147/EC of the European Parliament and of the Council (11) and Directive 2011/92/EU in order to avoid or, where avoidance is not possible, to mitigate or compensate for negative impacts on the environment, such as landscape fragmentation, soil sealing and air and water pollution as well as noise, and to protect biodiversity effectively.

(36)

The protection of the environment and of biodiversity, as well as the strategic requirements of inland waterway transport, should be taken into account.

(37)

Member States and other project promoters should ensure that assessments of projects of common interest are carried out efficiently, avoiding unnecessary delays.

(38)

Transport infrastructure should promote seamless mobility and accessibility for all users, in particular elderly people, persons of reduced mobility and disabled passengers.

(39)

Member States should carry out ex-ante assessments of the accessibility of infrastructure and of the services connected to it.

(40)

The core network should be a subset of the comprehensive network overlaying it. It should represent the strategically most important nodes and links of the trans-European transport network, according to traffic needs. It should be multimodal, that is to say, it should include all transport modes and their connections as well as relevant traffic and information management systems.

(41)

The core network has been identified on the basis of an objective planning methodology. That methodology has identified the most important urban nodes, ports and airports, as well as border crossing points. Wherever possible, those nodes are connected with multimodal links as long as they are economically viable, environmentally sustainable and feasible until 2030. The methodology has ensured the interconnection of all Member States and the integration of the main islands into the core network.

(42)

In order to implement the core network within the given timescale, a corridor approach could be used as an instrument to coordinate different projects on a transnational basis and to synchronise the development of the corridor, thereby maximising network benefits. That instrument should not be understood as a basis for the prioritisation of certain projects on the core network. Core network corridors should help to develop the infrastructure of the core network in such a way as to address bottlenecks, enhance cross-border connections and improve efficiency and sustainability. They should contribute to cohesion through improved territorial cooperation.

(43)

Core network corridors should also address wider transport policy objectives and facilitate interoperability, modal integration and multimodal operations. This should allow specially developed corridors which are optimised in terms of emissions, thus minimising environmental impacts and increasing competitiveness, and which are also attractive on account of their reliability, limited congestion and low operating and administrative costs. The corridor approach should be transparent and clear and the management of such corridors should not create additional administrative burdens or costs.

(44)

In agreement with the Member State concerned, the European Coordinators provided for in this Regulation should facilitate measures to design the right governance structure and to identify the sources of financing, both private and public, for complex cross-border projects for each core network corridor. European Coordinators should facilitate the coordinated implementation of the core network corridors.

(45)

The role of the European Coordinators is of major importance for the development of, and cooperation along, the corridors.

(46)

The core network corridors should be in line with the rail freight corridors set up in accordance with Regulation (EU) No 913/2010 of the European Parliament and of the Council (12) as well as the European Deployment Plan for the European Rail Traffic Management System (ERTMS) provided for in Commission Decision 2009/561/EC (13).

(47)

In order to maximise consistency between the guidelines and the programming of the relevant financial instruments available at Union level, trans-European transport network funding should comply with this Regulation and be based, in particular, on Regulation (EU) No 1316/2013 of the European Parliament and of the Council (14). Correspondingly, it should aim at aligning and combining funding from relevant internal and external instruments such as structural and cohesion funds, the Neighbourhood Investment Facility (NIF) and the Instrument for Pre-Accession Assistance (IPA) (15), and from financing from the European Investment Bank, the European Bank for Reconstruction and Development and other financial institutions.

(48)

In order to update the maps included in Annex I to take into account possible changes resulting from the actual usage of certain elements of transport infrastructure analysed against pre-established quantitative thresholds, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union ("TFEU"), subject to Article 172 thereof, should be delegated to the Commission in respect of amendments to Annexes I and II. It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level. The Commission, when preparing and drawing up delegated acts, should ensure a simultaneous, timely and appropriate transmission of relevant documents to the European Parliament and to the Council.

(49)

The interests of regional and local authorities, as well as those of local civil society affected by a project of common interest, should be appropriately taken into account in the planning and construction phase of projects.

(50)

The European and national frameworks for transport infrastructure planning and implementation, as well as for the provision of transport services, offer opportunities for stakeholders to contribute to the achievement of the objectives of this Regulation. The new instrument for the implementation of the trans-European transport network, i.e. core network corridors, is a strong means of realising the respective potential of stakeholders, of promoting cooperation between them and of strengthening complementarity with actions by Member States.

(51)

In order to ensure uniform conditions for the implementation of this Regulation, implementing powers should be conferred on the Commission. Those powers should be exercised in accordance with Regulation (EU) No 182/2011 of the European Parliament and of the Council (16).

(52)

Since the objectives of this Regulation, in particular the coordinated establishment and development of the trans-European transport network, cannot be sufficiently achieved by the Member States and can therefore, by reason of the need for coordination of those objectives, be better achieved at Union level, the Union may adopt measures in accordance with the principle of subsidiarity as set out in Article 5 of the Treaty on European Union. In accordance with the principle of proportionality, as set out in that Article, this Regulation does not go beyond what is necessary in order to achieve those objectives.

(53)

Decision No 661/2010/EU should be repealed.

(54)

This Regulation should enter into force on the day following that of its publication in the Official Journal of the European Union, in order to allow for the timely adoption of the delegated and implementing acts provided for by this Regulation,

(a)

'project of common interest' means any project carried out pursuant to the requirements and in compliance with the provisions of this Regulation;

(b)

'neighbouring country' means a country falling within the scope of the European Neighbourhood Policy including the Strategic Partnership, the Enlargement Policy, and the European Economic Area or the European Free Trade Association;

(c)

'third country' means any neighbouring country or any other country with which the Union may cooperate to achieve the objectives pursued by this Regulation;

(d)

'European added value' means the value of a project which, in addition to the potential value for the respective Member State alone, leads to a significant improvement of either transport connections or transport flows between the Member States which can be demonstrated by reference to improvements in efficiency, sustainability, competitiveness or cohesion, in line with the objectives set out in Article 4;

(e)

'infrastructure manager' means any body or undertaking that is responsible, in particular, for establishing or maintaining transport infrastructure. This may also include the management of infrastructure control and safety systems;

(f)

'telematic applications' means systems using information, communication, navigation or positioning/localisation technologies in order to manage infrastructure, mobility and traffic on the trans-European transport network effectively and to provide value-added services to citizens and operators, including systems for safe, secure, environmentally sound and capacity-efficient use of the network. They may also include onboard devices, provided they form an indivisible system with corresponding infrastructure components. They include systems, technologies and services referred to in points (g) to (l);

(g)

'intelligent transport system' (ITS) means a system as specified in Directive 2010/40/EU of the European Parliament and of the Council (17);

(h)

'air traffic management system' means a system as specified in Regulation (EC) No 552/2004 of the European Parliament and of the Council (18) and in the European Air Traffic Management (ATM) Master Plan as specified in Council Regulation (EC) No 219/2007 (19);

(i)

'Vessel Traffic Monitoring and Information Systems' (VTMIS) means systems deployed to monitor and manage traffic and maritime transport, using information from Automatic Identification Systems of Ships (AIS), Long-Range Identification and Tracking of Ships (LRIT) and coastal radar systems and radio communications as provided for in Directive 2002/59/EC of the European Parliament and of the Council (20), and includes the integration of the national maritime information systems through SafeSeaNet;

(j)

'River Information Services (RIS)' means information and communication technologies on inland waterways as specified in Directive 2005/44/EC of the Parliament and of the Council (21);

(k)

'e -Maritime services' means services using advanced and interoperable information technologies in the maritime transport sector to simplify administrative procedures and to facilitate the throughput of cargo at sea and in port areas, including single-window services such as the integrated maritime single window provided for in Directive 2010/65/EU of the European Parliament and of the Council (22), port community systems and relevant customs information systems;

(l)

'European Rail Traffic Management System' (ERTMS) means the system defined in Commission Decision 2006/679/EC (23) and Commission Decision 2006/860/EC (24);

(m)

'cross-border section' means the section which ensures the continuity of a project of common interest between the nearest urban nodes on both sides of the border of two Member States or between a Member State and a neighbouring country;

(n)

'multimodal transport' means the carriage of passengers or freight, or both, using two or more modes of transport;

(o)

'interoperability' means the ability, including all the regulatory, technical and operational conditions, of the infrastructure in a transport mode to allow safe and uninterrupted traffic flows which achieve the required levels of performance for that infrastructure or mode;

(p)

'urban node' means an urban area where the transport infrastructure of the trans-European transport network, such as ports including passenger terminals, airports, railway stations, logistic platforms and freight terminals located in and around an urban area, is connected with other parts of that infrastructure and with the infrastructure for regional and local traffic;

(q)

'bottleneck' means a physical, technical or functional barrier which leads to a system break affecting the continuity of long-distance or cross-border flows and which can be surmounted by creating new infrastructure or substantially upgrading existing infrastructure that could bring significant improvements which will solve the bottleneck constraints;

(r)

'logistic platform' means an area which is directly linked to the transport infrastructure of the trans-European transport network including at least one freight terminal, and which enables logistics activities to be carried out;

(s)

'freight terminal' means a structure equipped for transhipment between at least two transport modes or between two different rail systems, and for temporary storage of freight, such as ports, inland ports, airports and rail-road terminals;

(t)

'socio-economic cost-benefit analysis' means a quantified ex-ante evaluation, based on a recognised methodology, of the value of a project, taking into account all the relevant social, economic, climate-related and environmental benefits and costs. The analysis of climate-related and environmental costs and benefits shall be based on the environmental impact assessment carried out pursuant to Directive 2011/92/EU;

(u)

'isolated network' means the rail network of a Member State, or a part thereof, with a track gauge different from that of the European standard nominal track gauge (1 435 mm), for which certain major infrastructure investments cannot be justified in economic cost-benefit terms by virtue of the specificities of that network arising from its geographic detachment or peripheral location;

(v)

'NUTS region' means a region as defined in the Nomenclature of Territorial Units for Statistics;

(w)

'alternative clean fuels' means fuels such as electricity, hydrogen, biofuels (liquids), synthetic fuels, methane (natural gas (CNG and LNG) and biomethane) and liquefied petroleum gas (LPG) which serve, at least partly, as a substitute for fossil oil sources in the supply of energy to transport, contribute to its decarbonisation and enhance the environmental performance of the transport sector.

(a)

cohesion through:

(b)

efficiency through:

(c)

sustainability through:

(d)

increasing the benefits for its users through:

(a)

development, improvement and maintainance of existing transport infrastructure;

(b)

optimisation of infrastructure integration and interconnection;

(c)

the deployment of new technologies and telematic applications, where such deployment is economically justified;

(d)

the taking into account of possible synergies with other networks, in particular trans-European energy or telecommunication networks;

(e)

the assessment of strategic environmental impacts, with the establishment of appropriate plans and programmes and of impacts on mitigation of the effects of climate change;

(f)

measures to plan and expand infrastructure capacity where necessary;

(g)

adequate consideration of the vulnerability of transport infrastructure with regard to a changing climate as well as natural or man-made disasters, with a view to addressing those challenges.

(a)

contribute to the objectives falling within at least two of the four categories set out in Article 4;

(b)

comply with Chapter II, and if it concerns the core network, comply in addition with Chapter III;

(c)

be economically viable on the basis of a socio-economic cost-benefit analysis;

(d)

demonstrate European added value.

(a)

connect the core network at border crossing points and concern infrastructure necessary to ensure seamless traffic flow, border checks, border surveillance and other border control procedures;

(b)

ensure the connection between the core network and the transport networks of the third countries, with a view to enhancing economic growth and competitiveness;

(c)

complete the transport infrastructure in third countries which serve as links between parts of the core network in the Union;

(d)

implement traffic management systems in those countries;

(e)

promote maritime transport and motorways of the sea, excluding financial support to third-country ports;

(f)

facilitate inland waterway transport with third countries.

(a)

promote the interoperability between the trans-European transport network and networks of third countries;

(b)

promote the extension of the trans-European transport network policy into third countries;

(c)

facilitate air transport with third countries, in order to promote efficient and sustainable economic growth and competitiveness, including the extension of the Single European Sky and improved air traffic management cooperation;

(d)

facilitate maritime transport and promote motorways of the sea with third countries.

(a)

be as specified in the maps and the lists in Annex I and in Part 2 of Annex II;

(b)

be further specified through the description of the infrastructure components;

(c)

meet the requirements for the transport infrastructures set out in this Chapter;

(d)

constitute the basis for the identification of projects of common interest;

(e)

take into account the physical limitations and topographical particularities of Member States' transport infrastructures, as identified in the technical specifications for interoperability (TSIs).

(a)

ensuring enhanced accessibility and connectivity for all regions of the Union while taking into consideration the specific case of islands, isolated networks and sparsely populated, remote and outermost regions;

(b)

ensuring optimal integration of the transport modes and interoperability within transport modes;

(c)

bridging missing links and removing bottlenecks, particularly in cross-border sections;

(d)

promoting the efficient and sustainable use of the infrastructure and, where necessary, increasing capacity;

(e)

improving or maintaining the quality of infrastructure in terms of safety, security, efficiency, climate and, where appropriate, disaster resilience, environmental performance, social conditions, accessibility for all users, including elderly people, persons with reduced mobility and disabled passengers, and the quality of services and continuity of traffic flows;

(f)

implementing and deploying telematic applications and promoting innovative technological development.

(a)

ensuring fuel security through increased energy efficiency, and promoting the use of alternative and, in particular, low or zero carbon energy sources and propulsion systems;

(b)

mitigating exposure of urban areas to negative effects of transiting rail and road transport;

(c)

removing administrative and technical barriers, in particular to the interoperability of the trans-European transport network and to competition.

(a)

high-speed and conventional railway lines, including:

(b)

freight terminals and logistic platforms for the transhipment of goods within the rail mode and between rail and other transport modes;

(c)

stations along the lines indicated in Annex I for the transfer of passengers within the rail mode and between rail and other transport modes;

(d)

the connections of stations, freight terminals and logistic platforms to the other modes in the trans-European transport network;

(e)

associated equipment;

(f)

telematic applications.

(a)

railway lines for high-speed transport which are:

(b)

railway lines for conventional transport.

(a)

save in the case of isolated networks, is equipped with ERTMS;

(b)

complies with Directive 2008/57/EC of the European Parliament and of the Council (25) and its implementing measures in order to achieve the interoperability of the comprehensive network;

(c)

complies with the requirements of the TSIs adopted pursuant to Article 6 of Directive 2008/57/EC, except where allowed by the relevant TSI or under the procedure provided for in Article 9 of Directive 2008/57/EC;

(d)

save in the case of isolated networks, is fully electrified as regards line tracks and, to the extent necessary for electric train operations, as regards sidings;

(e)

complies with the requirements laid down in Directive 2012/34/EU of the European Parliament and of the Council (26), as regards acess to freight terminals.

(a)

deploying ERTMS;

(b)

migrating to 1 435 mm nominal track gauge;

(c)

mitigating the impact of noise and vibration caused by rail transport, in particular through measures for rolling stock and for infrastructure, including noise protection barriers;

(d)

meeting the infrastructure requirements and enhancing interoperability;

(e)

improving the safety of level crossings;

(f)

where appropriate, connecting railway transport infrastructure with inland waterway port infrastructure.

(a)

rivers;

(b)

canals;

(c)

lakes;

(d)

related infrastructure such as locks, elevators, bridges, reservoirs and associated flood-prevention measures which may bring positive effects to inland waterway navigation;

(e)

inland ports, including the infrastructure necessary for transport operations within the port area;

(f)

associated equipment;

(g)

telematic applications, including RIS;

(h)

the connections of the inland ports to the other modes in the trans-European transport network.

(a)

rivers, canals and lakes comply with the minimum requirements for class IV waterways as laid down in the new classification of inland waterways established by the European Conference of Ministers of Transport (ECMT) and that there is continuous bridge clearance, without prejudice to Articles 35 and 36 of this Regulation.

At the request of a Member State, in duly justified cases, exemptions shall be granted by the Commission from the minimum requirements on draught (less than 2,50 m) and on minimum height under bridges (less than 5,25 m);

(b)

rivers, canals and lakes are maintained so as to preserve good navigation status, while respecting the applicable environmental law;

(c)

rivers, canals and lakes are equipped with RIS.

(a)

for existing inland waterways: implementing measures necessary to reach the standards of the inland waterways class IV;

(b)

where appropriate, achieving higher standards for modernising existing waterways and for creating new waterways in accordance with the technical aspects of infrastructure of the ECMT, in order to meet market demands;

(c)

implementing telematic applications, including RIS;

(d)

connecting inland port infrastructure to rail freight and road transport infrastructure;

(e)

paying particular attention to free-flowing rivers which are close to their natural state and which can therefore be the subject of specific measures;

(f)

the promotion of sustainable inland waterway transport;

(g)

modernisation and expansion of the capacity of the infrastructure necessary for transport operations within the port area.

(a)

high-quality roads, including:

(b)

parking and rest areas;

(c)

associated equipment;

(d)

telematic applications, including ITS;

(e)

freight terminals and logistic platforms;

(f)

the connections of the freight terminals and logistic platforms to the other modes in the trans-European transport network;

(g)

coach stations.

(a)

A motorway is a road specially designed and built for motor traffic, which does not serve properties bordering on it and which:

(b)

An express road is a road designed for motor traffic, which is accessible primarily from interchanges or controlled junctions and which:

(c)

A conventional strategic road is a road which is not a motorway or express road but which is still a high-quality road as referred to in paragraphs 1 and 2.

(a)

roads comply with the provisions of points (a), (b) or (c) of Article 17(3);

(b)

the safety of road transport infrastructure is assured, monitored and, when necessary, improved in accordance with the procedure provided for by Directive 2008/96/EC of the European Parliament and of the Council (27);

(c)

road tunnels over 500 m in length comply with Directive 2004/54/EC of the European Parliament and of the Council (28);

(d)

where applicable, the interoperability of toll collection systems is ensured in accordance with Directive 2004/52/EC of the European Parliament and of the Council (29) and with Commission Decision 2009/750/EC (30);

(e)

any intelligent transport system deployed by a public authority on road transport infrastructure complies with Directive 2010/40/EU and is deployed in a manner consistent with delegated acts adopted under that Directive.

(a)

improvement and promotion of road safety;

(b)

use of ITS, in particular multimodal information and traffic management systems, and integrated communication and payment systems;

(c)

introduction of new technologies and innovation for the promotion of low carbon transport;

(d)

provision of appropriate parking space for commercial users offering an appropriate level of safety and security;

(e)

the mitigation of congestion on existing roads.

(a)

maritime space;

(b)

sea canals;

(c)

maritime ports, including the infrastructure necessary for transport operations within the port area;

(d)

the connections of the ports to the other modes in the trans-European transport network;

(e)

dykes, locks and docks;

(f)

navigational aids;

(g)

port approaches and fairways;

(h)

breakwaters;

(i)

motorways of the sea;

(j)

associated equipment;

(k)

telematic applications, including e-Maritime services and VTMIS.

(a)

the total annual passenger traffic volume exceeds 0,1 % of the total annual passenger traffic volume of all maritime ports of the Union. The reference amount for this total volume is the latest available three-year average, based on the statistics published by Eurostat;

(b)

the total annual cargo volume – either for bulk or for non-bulk cargo handling – exceeds 0,1 % of the corresponding total annual cargo volume handled in all maritime ports of the Union. The reference amount for this total volume is the latest available three-year average, based on the statistics published by Eurostat;

(c)

the maritime port is located on an island and provides the sole point of access to a NUTS 3 region in the comprehensive network;

(d)

the maritime port is located in an outermost region or a peripheral area, outside a radius of 200 km from the nearest other port in the comprehensive network.

(a)

maritime links between maritime ports of the comprehensive network or between a port of the comprehensive network and a third-country port where such links are of strategic importance to the Union;

(b)

port facilities, freight terminals, logistics platforms and freight villages located outside the port area but associated with the port operations, information and communication technologies (ICT) such as electronic logistics management systems, and safety and security and administrative and customs procedures in at least one Member State;

(c)

infrastructure for direct land and sea access.

(a)

a maritime link and its hinterland connections within the core network between two or more core network ports; or

(b)

a maritime link and its hinterland connections between a core network port and ports of the comprehensive network, with a special focus on the hinterland connections of the core and comprehensive network ports.

(a)

maritime ports are connected with railway lines or roads and, where possible, inland waterways of the comprehensive network, except where physical constraints prevent such connection;

(b)

any maritime port that serves freight traffic offers at least one terminal which is open to users in a non-discriminatory way and which applies transparent charges;

(c)

sea canals, port fairways and estuaries connect two seas, or provide access from the sea to maritime ports and correspond at least to inland waterway class VI.

(a)

promoting motorways of the sea including short-sea shipping, facilitating the development of hinterland connections and developing, in particular, measures to improve the environmental performance of maritime transport in accordance with the applicable requirements under Union law or relevant international agreements;

(b)

interconnection of maritime ports with inland waterways;

(c)

implementation of VTMIS and e -Maritime services;

(d)

introduction of new technologies and innovation for the promotion of alternative fuels and energy-efficient maritime transport, including LNG;

(e)

modernisation and expansion of the capacity of the infrastructure necessary for transport operations within the port area.

(a)

air space, routes and airways;

(b)

airports;

(c)

the connections of the airports to the other modes in the trans-European transport network;

(d)

associated equipment;

(e)

air navigation systems, including the new-generation European air traffic management system (the "SESAR system").

(a)

for passenger airports, the total annual passenger traffic is at least 0,1 % of the total annual passenger volume of all airports of the Union, unless the airport in question is situated outside a radius of 100 km from the nearest airport in the comprehensive network or outside a radius of 200 km if the region in which it is situated is provided with a high-speed railway line;

(b)

for cargo airports, the total annual cargo volume is at least 0,2 % of the total annual cargo volume of all airports of the Union.

(a)

increasing airport capacity;

(b)

supporting the implementation of the Single European Sky and of air traffic management systems, in particular those deploying the SESAR system;

(c)

improving multimodal interconnections between airports and infrastructure of other transport modes;

(d)

improving sustainability and mitigating the environmental impact from aviation.

(a)

their annual transhipment of freight exceeds, for non-bulk cargo, 800 000 tonnes or, for bulk cargo, 0,1 % of the corresponding total annual cargo volume handled in all maritime ports of the Union;

(b)

where there is no freight terminal or logistic platform complying with point (a) in a NUTS 2 region, the terminal or platform in question is the main freight terminal or logistic platform designated by the Member State concerned, linked at least to roads and railways for that NUTS 2 region, or in the case of Member States with no rail system, linked only to roads.

(a)

transport modes are connected in any of the following places: freight terminals, passenger stations, inland ports, airports and maritime ports, in order to allow multimodal transport of passengers and freight;

(b)

without prejudice to the applicable Union and national law, freight terminals and logistic platforms, inland and maritime ports and airports handling cargo are equipped for the provision of information flows within this infrastructure and between the transport modes along the logistic chain. Such systems are in particular to enable real-time information to be provided on available infrastructure capacity, traffic flows and positioning, tracking and tracing, and ensure safety and security throughout multimodal journeys;

(c)

without prejudice to the applicable Union and national law, continuous passenger traffic across the comprehensive network is facilitated through appropriate equipment and the availability of telematic applications in railway stations, coach stations, airports and, where relevant, maritime and inland waterway ports.

(a)

providing for effective interconnection and integration of the infrastructure of the comprehensive network, including through access infrastructure where necessary and through freight terminals and logistic platforms;

(b)

removing the main technical and administrative barriers to multimodal transport;

(c)

developing a smooth flow of information between the transport modes and enabling multimodal and single-mode services to be provided across the trans-European transport system.

(a)

for passenger transport: interconnection between rail, road, air and, as appropriate, inland waterway and maritime infrastructure of the comprehensive network;

(b)

for freight transport: interconnection between rail, road, and, as appropriate, inland waterway, air and maritime infrastructure of the comprehensive network;

(c)

adequate connection between different railway stations, ports or airports of the comprehensive network within an urban node;

(d)

seamless connection between the infrastructure of the comprehensive network and the infrastructure for regional and local traffic and urban freight delivery, including logistic consolidation and distribution centres;

(e)

mitigation of the exposure of urban areas to negative effects of transiting rail and road transport, which may include bypassing of urban areas;

(f)

promotion of efficient low-noise and low-carbon urban freight delivery.

—

for railways: ERTMS;

—

for inland waterways: RIS;

—

for road transport: ITS;

—

for maritime transport: VTMIS and e-Maritime services, including single-window services such as the maritime single window, port community systems and relevant customs information systems;

—

for air transport: air traffic management systems, in particular those resulting from the SESAR system.

(a)

improve sustainable use of transport infrastructure, including its efficient management;

(b)

promote the deployment of innovative transport services, including through motorways of the sea, telematic applications and the development of the ancillary infrastructure necessary to achieve mainly environmental and safety-related goals of those services, as well as the establishment of relevant governance structures;

(c)

facilitate multimodal transport service operations, including the necessary accompanying information flows, and improve cooperation between transport service providers;

(d)

stimulate resource and carbon efficiency, in particular in the fields of vehicle traction, driving/steaming, systems and operations planning;

(e)

analyse and provide information on fleet characteristics and performance, administrative requirements and human resources;

(f)

improve links to the most vulnerable and isolated parts of the Union, in particular outermost, island, remote and mountain regions.

(a)

support and promote the decarbonisation of transport through transition to innovative and sustainable transport technologies;

(b)

make possible the decarbonisation of all transport modes by stimulating energy efficiency, introduce alternative propulsion systems, including electricity supply systems, and provide corresponding infrastructure. Such infrastructure may include grids and other facilities necessary for the energy supply, may take account of the infrastructure-vehicle interface and may encompass telematic applications;

(c)

improve the safety and sustainability of the movement of persons and of the transport of goods;

(d)

improve the operation, management, accessibility, interoperability, multimodality and efficiency of the network, including through multimodal ticketing and coordination of travel timetables;

(e)

promote efficient ways to provide accessible and comprehensible information to all citizens regarding interconnections, interoperability and multimodality;

(f)

promote measures to reduce external costs, such as congestion, damage to health and pollution of any kind including noise and emissions;

(g)

introduce security technology and compatible identification standards on the networks;

(h)

improve resilience to climate change;

(i)

further advance the development and deployment of telematic applications within and between modes of transport.

(a)

for railway transport infrastructure:

Isolated networks are exempt from requirements (i) to (iii);

(b)

for inland waterway and maritime transport infrastructure:

(c)

for road transport infrastructure:

(d)

for air transport infrastructure:

(a)

urban nodes, including their ports and airports;

(b)

maritime ports and inland waterways ports;

(c)

border crossing points to neighbouring countries;

(d)

rail-road terminals;

(e)

passenger and freight airports.

(a)

modal integration,

(b)

interoperability, and

(c)

a coordinated development of infrastructure, in particular in cross-border sections and bottlenecks.

(a)

support the coordinated implementation of the core network corridor concerned, and in particular the timely implementation of the work plan for that core network corridor;

(b)

draw up the corridor work plan together with the Member States and monitor its implementation;

(c)

consult with the Corridor Forum in relation to that plan and its implementation;

(d)

report to the Member States, to the Commission and, as appropriate, to all other entities directly involved in the development of the core network corridor on any difficulties encountered and, in particular when the development of a corridor is being impeded, with a view to helping to find appropriate solutions;

(e)

draw up a report every year for the European Parliament, the Council, the Commission and the Member States concerned on the progress achieved in implementing the core network corridor;

(f)

examine the demand for transport services, the possibilities of investment funding and financing and the steps to be taken and the conditions to be met in order to facilitate access to such funding or financing, and give appropriate recommendations.

(a)

modal integration,

(b)

interoperability,

(c)

the coordinated development of infrastructure in cross-border sections.

(a)

the deployment of interoperable traffic management systems;

(b)

a plan for the removal of physical, technical, operational and administrative barriers between and within transport modes and for the enhancement of efficient multimodal transport and services;

(c)

where appropriate, measures to improve the administrative and technical capacity to conceive, plan, design, procure, implement and monitor projects of common interest;

(d)

the possible impacts of climate change on the infrastructure and, where appropriate, proposed measures to enhance resilience to climate change;

(e)

measures to be taken in order to mitigate greenhouse gas emissions, noise and, as appropriate, other negative environmental impacts.

—

the list of projects for the extension, renewal or redeployment of transport infrastructure referred to in Article 2(2) for each of the transport modes involved in the core network corridor;

—

the various sources envisaged, in partnership with the Member States concerned, for funding and financing, at international, national, regional, local and Union levels, including, whenever possible, earmarked cross-financing systems as well as private capital, together with the amount of commitments already made and, where applicable, reference to the contribution by the Union envisaged under the Union's financial programmes.

(a)

the investment planning, the related costs and implementation timeline, estimated as necessary to implement the core network corridors;

(b)

defining measures aimed at promoting the introduction of new technologies in traffic and capacity management and, where appropriate, reducing external costs, in particular greenhouse gas emissions and noise.

(a)

include logistic platforms, freight terminals, rail-road terminals, inland ports, maritime ports and airports in the comprehensive network, if it is demonstrated that the latest two-year average of their traffic volume exceeds the relevant threshold;

(b)

exclude logistic platforms, freight terminals, rail-road terminals, inland ports, maritime ports and airports from the comprehensive network, if it is demonstrated that the average of their traffic volume over the last six years is below the relevant threshold;

(c)

adjust the maps for road, railway and inland waterway infrastructure in a strictly limited way so as to reflect progress in completing the network. In adjusting those maps, the Commission shall not admit any adjustment in route alignment beyond that which is allowed by the relevant project authorisation procedure.

(a)

the enhancement of regional mobility, thereby promoting access to the trans-European transport network, for all regions of the Union;

(b)

the promotion of cross-border projects;

(c)

the integration of urban nodes into the trans-European transport network (including promotion of sustainable urban mobility);

(d)

the promotion of sustainable transport solutions, such as enhanced accessibility by public transport, telematic applications, intermodal terminals/multimodal transport chains, low-carbon and other innovative transport solutions and environmental improvements;

(e)

the enhancement of cooperation between the different stakeholders.

(a)

compliance with the provisions laid down in this Regulation;

(b)

progress in the implementation of this Regulation;

(c)

changes in passenger and freight transport flows;

(d)

developments in national transport infrastructure investment;

(e)

the need for amendments to this Regulation.