INCEPTION IMPACT ASSESSMENT

Inception Impact Assessments aim to inform citizens and stakeholders about the Commission's plans in order to allow them to provide feedback on the intended initiative and to participate effectively in future consultation activities. Citizens and stakeholders are in particular invited to provide views on the Commission's understanding of the problem and possible solutions and to make available any relevant information that they may have, including on possible impacts of the different options.

Title of the initiative

Revision of Regulation on Union Guidelines for the development of the trans-European transport network (TEN-T)

Lead DG (responsible unit)

DG MOVE.B1 – Transport Networks

Likely Type of initiative

Legislative proposal

Indicative Planning

Q3 2021

Additional Information

https://ec.europa.eu/transport/themes/infrastructure/ten-t/review_en

A. Context, Problem definition and Subsidiarity Check

Context

Regulation (EU) N° 1315/2013 (concerning Union Guidelines for the development of the trans-European transport network, hereafter referred to as the TEN-T Regulation) aims to support the functioning of the internal market and to foster territorial, economic and social cohesion by reducing regional disparities. It combines and integrates transport infrastructure development and relevant transport policy aspects (such as rail interoperability, road safety or intelligent infrastructure components), enabling efficient, inclusive and sustainable transport solutions.

The European Green Deal, adopted by the Commission in December 2019, has tackling climate change and reaching the objectives of the Paris agreement at its core. The climate neutrality objective, which the Commission proposed in the 2018 Clean Planet for all Communication and the European Council and Parliament endorsed, is one of its central elements. The Commission has proposed to enshrine climate neutrality into EU law. In order to set the EU on a sustainable path to achieve climate neutrality by 2050, with the Climate Target Plan the Commission has proposed an EU-wide, economy-wide greenhouse gas emissions reduction target by 2030 compared to 1990 of at least 55%.

An evolving political and economic context, the decarbonisation objective and other environment-related challenges as set out in the European Green Deal necessitate changes in TEN-T policy. Digital technologies in particular are a critical enabler for attaining the sustainability goals of the Green deal, in transport as in many other sectors. In combination with a range of other technological innovations, in future TEN-T policy, digitalisation is of critical importance to pave the way for new transport and mobility solutions, along with altering user needs and behaviour. Europe’s transport infrastructure policy needs to be strengthened to enable an accelerated market penetration of vehicles and vessels with zero and low emissions of greenhouse gases and air pollutants. Strong emphasis must be placed on infrastructure quality enhancements, aiming to boost efficiency and taking up new developments in transport, such as digitalisation and automation. New pricing approaches in transport, including environmental externalities, have to be taken duly into account. Synergies with other sectors, such as energy and digitalisation, shall be strengthened.

The TEN-T Regulation will be revised, building on the Strategy on Sustainable and Smart Mobility which is driven by the European Green Deal and the transport sector’s contribution to climate neutrality (aiming at a 90% reduction of CO2 emissions by 2050) and of reducing the overall environmental footprint of transport activities.

In the context of the European Green Deal, several pieces of legislation will be reviewed within and relation to the transport sector. All these initiatives are aligned, aiming to ensure synergies and highest possible overall impact on the climate action and sustainability ambition of the EU. Such other legislative initiatives include notably the revisions of the EU Directive on Alternative Fuel infrastructure, the ReFuel EU Aviation Initiative and the FuelEU Maritime Initiative, the revision of the CO2 standards for cars and vans, the EU Directive on Intelligent Transport Systems (ITS) for road transport and interfaces with other modes of transport and the Regulation on Rail Freight Corridors. Close interaction is also ensured with the new Urban Mobility initiative, which follows the evaluation of the 2013 policy basis, and complementarity will be strengthened with the Regulations on passenger rights. The Impact Assessment will build on a comprehensive evaluation of the TEN-T Regulation that has been launched in April 2019 and is intended to be finalised by the end of 2020.

Problem the initiative aims to tackle

Transport accounts for a quarter of the EU’s greenhouse gas (GHG) emissions and is the main cause of air pollution in cities or ports. The transport sector’s emission reductions falls behind that of other sectors: Emissions only started to decrease in 2007 and still remain higher than in 1990. The current provisions of the TEN-T Regulation are insufficient to ensure an all-encompassing infrastructure basis for the achievement of the 2050 climate neutrality objective, and for the 90% transport emission’s reduction by 2050 set out in the European Green Deal. The inadequate adaptation of the TEN-T Regulation to the digital transition and other new technological developments contributes to this shortcoming. Not least, TEN-T infrastructure lacks resilience – to developments such as climate change, security challenges, unforeseen events such as pandemics and natural or human-made disasters. Specifically, the initiative intends to address the following main problems:

Problem 1: Insufficient effectiveness of TEN-T to stimulate zero and low emission transport

a.The lack of continuous and coherent coverage of alternative fuel infrastructure for all TEN-T modes. The inappropriate rollout of infrastructure for recharging and refuelling affects the market take up of zero and low emission vehicles and the transition to overall zero emission vehicles for road transport by 2050, as underlined in the Climate Target Plan. More generally, it hampers an accelerated deployment and market penetration of low and zero emission vehicles and vessels and puts at risk the needed reduction of carbon and air pollutant emissions in transport. Insufficient synergy with the Trans-European Networks -Energy (TEN-E) Regulation 1 , notably in view of the energy network related support for high capacity recharging as well as, possibly, hydrogen refuelling infrastructure, as stressed by the Energy System Integration Strategy.

b.Incoherent and inadequate infrastructure quality, which causes unduly high emissions through efficiency losses in the overall transport system. Although constant progress is made with the implementation of existing quality requirements (such as on railway infrastructure interoperability, inland waterway standards, road safety, multi-modal infrastructure or intelligent transport systems), TEN-T infrastructure is insufficiently aligned with new transport policy developments and needs. This becomes an obstacle to the emergence of more efficient and sustainable services, which are vital contributors to the emissions reductions in transport. Inappropriate terminal infrastructure and their network integration, for example, prevents more efficient and sustainable multi-modal freight transport solutions and a more substantial shift towards a more sustainable mode distribution. Lack of appropriate pricing for the use of infrastructure which should better reflect negative externalities of transport. Problems remain also with the smooth integration of maritime and land or air and rail transport infrastructures. Seamless, sustainable and innovative mobility solutions for passengers still suffer from gaps in the interconnection of modes – both at long-distance and last mile interfaces or from poor real-time information. In urban nodes in particular, where the connection with active modes such as cycling or walking also calls for improvement, this leads to persisting and even rising congestion. The suboptimal integration with Sustainable Urban Mobility Planning (SUMP), including lacking data on urban mobility, further reinforces this challenge. Such shortcomings in TEN-T infrastructure quality entail inefficient transport concepts and unnecessarily high emission levels.  

c.Unduly high greenhouse gas and air pollutant emissions through remaining and possible new “physical” gaps and bottlenecks along the TEN-T within the 2030 and 2050 completion perspectives for core and comprehensive networks. Such gaps and bottlenecks may be caused by implementation delays of certain existing projects, inappropriate terminal infrastructure and in particular by changing transport flows. These may be caused by the withdrawal of the UK from the EU, changing global trade relations and evolving international cooperation partnerships, possible future enlargement or new economic realities and needs within the EU (including the need for better accessibility of peripheral, insular and outermost regions). Failing to reduce such physical gaps and bottlenecks will aggravate the problems above related to alternative fuel infrastructure and infrastructure quality / resource efficient network development.

Problem 2: The lack of preparedness of the TEN-T for the digital transition in transport, as this policy, traditionally, has concentrated in the first instance on the development of a “physical” infrastructure network. Insufficient focus on the digital dimension of TEN-T will hamper its fitness for the future. This also includes preparedness for new technological concepts such as automation, the emergence of new transport means such as drones and for the enabling of innovative, efficient and sustainable user concepts for freight and passengers (e.g. digital freight logistics, digital European sky or passenger mobility services). It gives away huge opportunities for future-oriented user concepts and – notably - for efficiency enhancement and decarbonisation in general. In more specific terms, it restrains possibilities for smart and quick reaction to transport interruptions in situations like extreme weather events, pandemics etc. (see also problem 3, insufficient resilience)

Problem 3: Insufficient resilience of the TEN-T infrastructure in the light of increasingly frequent and extreme weather events, new safety and security as well as of public order risks; growing needs related to military mobility (civilian-military dual use requirements) or investment screening, of civil protection requirements (such as in case of pandemics) and of deteriorating infrastructure assets.

Basis for EU intervention (legal basis and subsidiarity check)

The Treaty on the functioning of the European Union confers to the European institutions the competence to contribute to the establishment and development of trans-European networks in the areas of transport, telecommunications and energy infrastructures. TENs shall help achieve the objectives referred to in Articles 26 and 174 and to enable 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. 

TEN-T policy, specifically, aims at promoting the interconnection, multimodal mobility and interoperability of national networks as well as access to such networks. It shall take account in particular of the need to link islands, landlocked and peripheral regions with the central regions of the Union (Article 170 TFEU). For this purpose, the Union shall establish 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, shall implement any measures that may prove necessary to ensure the interoperability of the networks, and it may support projects of common interest supported by Member States. To ensure interoperability of networks, cooperation with 3rd countries is equally foreseen (Article 171 TFEU).

B. Objectives and Policy options

The objectives to address the problems can be summarised as follows:

·Concerning problem 1.a): contribute to making the whole transport system more sustainable within modes as well as a more sustainable modal distribution, reducing GHG emissions in line with the 2050 climate neutrality objective. Ensuring the continuous coverage of alternative fuel infrastructure for all TEN-T modes and by making sure that TEN-T infrastructure is in line with the ‘do not harm’ principle, by integrating requirements of Directive 2014/94/EU on Alternative Fuel Infrastructure (subject to its ongoing revision) and other relevant alternative fuel infrastructure requirements in line with relevant EU policy action. This will support the expected significant roll-out of zero and low emissions cars and trucks, vessels and other vehicles with zero or low emissions of greenhouse gases and air pollutants. Further strengthening the synergies between transport infrastructure and the different energy sectors in the context of the strategy for smart sector integration for a future integrated European energy system. This will help increasing the electrification of the transport sector and the use of decarbonised and non-polluting gases and fuels, such as hydrogen, as well as generating synergies with TEN-E.

·Concerning problem 1b): Adjusting quality levels of TEN-T infrastructure to overcome gaps and inefficiencies and to fully align it with evolving objectives and commitments of EU transport policy overall. For example, enhancing the infrastructural basis for rail freight services and high-performance passenger rail as sustainable modes; strengthening urban and transport nodes (including multi-modal terminals and transfer facilities to active mobility solutions) as vital enablers of efficient and sustainable multi-modal transport with zero and low emissions of carbon and air pollutants, building on the shift to the most sustainable modes.

·Concerning problem 1c): Avoiding gaps and bottlenecks on the TEN-T at the level of the network design; addressing changing transport flows and new developments in TEN-T cooperation with third countries’; ensuring timely completion of core and comprehensive networks through stronger instruments.

·Concerning problem 2): Advancing the framework for the digital dimension of TEN-T infrastructure within and between all transport modes; accommodating infrastructure needs to enable automation and innovative technologies in transport; strengthening synergies with trans-European network initiatives in the field of digitalisation. This objective also contributes to objectives 1a) and b) (ensuring efficient and interoperable use of alternative fuel infrastructure, and of an integrated network of high quality overall) and to objective 3) (using digital tools for traffic management and safety as well as monitoring of critical infrastructure).

·Concerning problem 3): Enhancing resilience of TEN-T infrastructure, notably in fields such as adaptation to climate change (especially for waterborne transport and bridges), safety, security (civilian-military dual use requirements) and civil protection; ensuring high structural infrastructure quality in the light of ageing assets. This objective also contributes to problem 1b) (addressing quality gaps on the TEN-T).

The following main policy measures are expected to tackle the identified problems and to contribute to achieving the objectives set out above.

Measures related to the core network (design and quality requirements) with a strong decarbonisation impact

·Introducing binding requirements for recharging and refuelling infrastructure for zero and low emission vehicles and vessels for all transport modes, including on TEN-T infrastructure in urban nodes and in densely populated areas, in line with the Directive on Deployment of Alternative Fuel Infrastructure (subject to ongoing revision), and the ReFuel EU Aviation and the FuelEU Maritime initiatives; thereby making a major contribution to zero and low carbon transport and the reduction of air pollutants. This includes in particular sufficient fast charging capabilities and hydrogen refuelling stations along motorways both for light and heavy-duty vehicles, for both passenger and freight transport. Supporting the deployment of high-power charging facilities and new flexible bunkering infrastructures to provide large quantities of sustainable alternative fuels for different shipping segments in ports and alongside European rivers. (problem 1a)

·Adjusting infrastructure requirements in line with relevant developments in transport policy since 2013 to enable increased service performance and sustainability in fields such as railway, inland waterway or maritime transport / short-sea shipping, or to increase road safety; (problem 1.b)

·Setting additional infrastructure quality requirements to further boost efficiency and sustainability of transport and mobility services towards the zero and low emission target; including areas such as the enhancing of synergies between rail freight and core network corridors, the development of a high-performance rail passenger network or the strengthening of intelligent infrastructure TEN-T components within and between all modes (e.g. European Rail Traffic Management System (ERTMS) and Single European Sky Air Traffic Management (ATM) Research (SESAR); introducing new quality requirements for safe and secure parking areas to enhance the social and security dimension. (problems 1b) and 1c))

·Extending provisions for urban and transport nodes in order to enhance the basis for multi-modal services for passengers (including for persons with disabilities and persons with reduced mobility) as well as for freight; facilitate last mile connections with a reinforced focus on zero-emission transport in urban nodes and densely populated areas and seeking complementarity with Sustainable Urban Mobility Plans (SUMP), including the provision of urban mobility data. (problems 1b) and 1c))

·Adjusting the network design to reduce gaps and bottlenecks within the 2030 and 2050 time horizons and strengthening coherence in the alignment of core network and rail freight corridors. Building on a reassessment of transport flows within the EU as well as between the EU and neighbouring and other third countries; paying appropriate attention to sustainability and resource efficiency concepts (the ‘do-not-harm’ principle, ecosystem and biodiversity in line with the EU Biodiversity Strategy for 2030; promoting the internalisation of environmental externalities, transport pricing, changing demand patterns etc.). Taking into account the issue of carbon pricing/elimination of distortion of competition among modes, especially, in the context of modal shift (problems 1b and 1c)

·Strengthening instruments to facilitate and accelerate the completion of core network projects (e.g. strengthened role of European Coordinators and a reinforcement of the corridor approach - including the stronger connection with rail freight corridors (problems 1, 2 and 3)

Measures related to the comprehensive network (design and quality related) with a strong decarbonisation impact

·Extending requirements from the core to the comprehensive network, notably in fields such as:

-recharging and refuelling infrastructure for zero and low emission vehicles and vessels (problem 1a);

-quality requirements, needed to increase performance, sustainability and user benefits, addressing fields such as maritime transport, road safety, urban nodes and transport nodes (problem 1b)

-digital, intelligent and other innovative TEN-T components to ensure their broadest possible coverage on the TEN-T overall(problems 1 and 2)

·Introducing minor adjustments to the network design to further strengthen accessibility for all regions, including peripheral, insular and outermost regions as well as cross-border mobility; (problems 1, 2 and 3)

Measures of horizontal nature with a strong impact on digitalisation, resilience and decarbonisation

·Boosting digitalisation, automation and other innovation in TEN-T policy to ensure readiness for future developments and strengthen the TEN-T an enabler of innovative, sustainable, inclusive and efficient transport and mobility solutions. (problem 2)

·Enhancing resilience of the network infrastructure, notably in relation to climate adaptation, security and civil protection needs; strengthening preparedness for unforeseen events and human-made and natural disasters, notably through the introduction of new infrastructure quality requirements to:

-ensure preparedness for extreme weather and climate events, taking due account of vulnerability and risk assessment

-address critical infrastructure and take account of the need for alternative / diversionary routes to ensure service continuity in case of unforeseen disruptions

-ensure preparedness for events such as pandemics, refugee flows, etc. (drawing on lessons learnt from the current COVID 19 pandemic)

-introduce civilian-military dual use requirements on the basis of the Military Mobility Action Plan

-Address public order risks linked to foreign ownership

-Encourage the use of relevant information services provided by the EU space infrastructure

·Introducing new quality requirements to ensure high structural infrastructure quality over the life-time of the infrastructure, thereby further reducing the risk of accidents, increasing safety and preserving assets. This may include the use of new monitoring technologies for bridges etc. (problem 3).

Policy options will be tested that can help to achieve the objectives above. They will include measures (as initially listed above and, as appropriate, complemented and detailed on the basis of further analysis) whose impacts will focus on different angles. These policy options will be assessed against the baseline scenario. The baseline scenario assumes that the existing TEN-T Regulation will undergo no change. It will continue to be implemented towards the 2030 and 2050 time horizons for the core and comprehensive networks respectively.

Different policy options could have the following focus:

·Major emphasis on a “traditional” infrastructure development concept, with necessary network design adjustments and the updating of essential infrastructure quality requirements in line with the current TEN-T policy approach. This should include the integration of binding requirements for recharging and refuelling infrastructure for low and zero emission vehicles and vessels, based on Directive 2014/94/EU on Alternative Fuel Infrastructure and its ongoing revision as well as other relevant initiatives. This is expected to be a high cost approach, with an important contribution to transport decarbonisation thanks to the enabling of large scale deployment of clean vehicles and vessels.

·Strengthening the concept of infrastructure quality, for the double objective of a) enabling more efficient and sustainable transport services and modal distribution in line with new ambitions of transport policy overall b) ensuring a more resilient TEN-T, in the light of climate change, safety, security, military mobility and civil protection challenges. Besides the effects of alternative fuel infrastructure, this approach is expected to make significant additional contributions to decarbonisation, thanks to substantial efficiency gains in the transport system overall. Furthermore, it is expected to increase gains in fields such as security or disaster preparedness.

·Boosting digitalisation and innovation in TEN-T policy. Compared to the previous areas of focus, this one approaches “decarbonisation” from a different angle, namely by giving highest priority to digital and other innovative solutions. Focussing in particular on smart and soft solutions, it is expected to be a cost-efficient approach, with a strong potential for efficiency enhancements of the transport system as the main path towards its decarbonisation. Not least, it entails immense opportunities for the generation of new jobs and for a strong link between Research & Innovation and TEN-T policy.

C. Preliminary Assessment of Expected Impacts

Likely economic impacts

Deepening of the single market, economic growth and investment: The initiative contributes to facilitating the functioning of the internal market and to overcome market segmentation. A study, completed on behalf of the Commission in 2019, estimated that the completion of the core network will lead to an additional Gross Domestic Product (GDP) increase of 1,6 % in 2030 (compared to 2017) as well as to the creation of 7,5 million person-years of jobs, cumulatively over the period 2017 and 2030. The proposed new measures are expected to generate additional benefits, notably by ensuring timely TEN-T network completion with appropriate infrastructure capacity and coherent quality, and by enabling innovative, efficient and sustainable transport and mobility solutions for freight and passengers. The initiative will contribute to further enhancing accessibility for all regions as well as social, economic and territorial cohesion. A more integrated and efficient transport system, enabling the free movement of people and goods across the EU and with its neighbours, is expected to contribute to economic growth.

Increased international trade and investment as well as competitiveness: A fully developed TEN-T with appropriate cross-border connections to neighbouring countries and third countries is likely to facilitate the exchange of goods between the EU and those countries with positive effects for the EU economy and consumers. New trade relations, for example with Eastern Asia, or economic exchanges in the framework of the EU neighbourhood policy, are expected to be further facilitated with this initiative. The innovative character of TEN-T policy, which strongly calls on industry for new technological and user solutions, is expected to strengthen both the competitiveness of business across EU regions and the competitiveness of European industry at global level.

Increased innovation and research and technological development / Digital economy: This initiative is expected to further boost the role of TEN-T policy as an enabler and testbed for new technological developments. Building on experiences in fields such as Intelligent Transport Systems, digitalisation, automation, clean mobility, future technologies such as drones and other new-generation transport and mobility concepts involve challenging opportunities for SMEs to offer tailor-made solutions in these fields.

Likely social impacts

Employment: Investment in transport infrastructure brings positive effects on employment. During construction, direct and indirect effects are generated in the building industry and in related services. In the longer term, infrastructure enhancement leads to a more efficient transport system, and the removal of obstacles improves the economic conditions for both transport business and enterprises whose economic success depends on good transport connections. Not least, the reinforcement of new technologies in TEN-T will enhance the attractiveness of the transport sector and create new employment opportunities, including for women. Companies offering digital mobility solutions (often SMEs) may strongly benefit from this. The promotion of intelligent transport systems fosters research and innovation for new technologies and creates new business cases.

Enhancing safety, security and resilience to crises: TEN-T infrastructure features qualities that ensure high levels of safety and security for users as well as resilience to unforeseen events. This includes also preparedness for civil protection needs.

Public health: The strong focus of TEN-T policy on climate mitigation and adaptation, as well as the efforts to contribute to avoiding accidents, reducing noise and exposure to harmful air pollutant emissions or facilitating the transfer to active modes in urban nodes should have a positive impact on public health.

Likely environmental impacts

The initiative aims at contributing to the achievement of the objectives to decarbonise the transport sector, implement the “do-not harm” principle, reduce its air pollutant emissions, notably through the provision of charging and refuelling infrastructure for vessels and vehicles with zero or low emissions of greenhouse gases and air pollutants along the TEN-T infrastructure and a reinforced integration of ‘physical’ and innovative/digital TEN-T components. This is a vital enabler of sustainable user concepts which boost resource efficiency. Besides strong efforts towards the reduction of air pollution and towards climate mitigation, the initiative will include provisions to increase TEN-T infrastructure resilience and enhance its adaptation against extreme weather events. The initiative may also contribute to avoiding or reducing negative impacts on ecosystems and biodiversity, such as fragmentation, habitat loss, road kill, pollution, noise etc. When planning and building TEN-T projects, Member States are obliged to respect all relevant EU environmental legislation, in particular, environmental assessments, nature and water requirements.

Likely impacts on fundamental rights

By setting relevant infrastructure requirements, TEN-T policy will strengthen accessibility for all users; thereby enhancing accessibility for persons with disabilities and with reduced mobility and contributing to gender equality.

Likely impacts on simplification and/or administrative burden

The TEN-T governance and reporting system is well established and appreciated by Member States and stakeholders. No major impact on administrative burden is expected. On the other hand, the strengthening of the digital dimension (including interoperability measures) could lead to some simplification/burden reduction.

D. Evidence Base, Data collection and Better Regulation Instruments

Impact assessment

An Impact Assessment will underpin any proposal for a revision of the Regulation. It will analyse different policy options to ensure that the general and specific objectives, as mentioned above, are achieved. Building on an extensive evaluation work and other available inputs, it will start in the 3rd quarter of 2020.

Evidence base and data collection

An evaluation is currently being finalised. Its preliminary findings are already being considered in the context of this Inception Impact Assessment. Its final results will serve as basis for the Impact Assessment analysis. Notably, the evaluation includes case studies with forward looking elements in fields where a need of significant change of the TEN-T Regulation can already be identified. Further input, that will inform the Impact Assessment process, can be gathered from initiatives outside the scope of the evaluation:

·Own initiative of the European Parliament on the Revision of the TEN-T guidelines (adoption in the 4th quarter of 2020).

·An external study on national plans and programs, which aims at assessing the capacity of Member States to meet their investment requirements under the TEN-T Regulation.

·An information report of the European Economic and Social Committee on the TEN-T evaluation. 

·A territorial impact assessment exercise carried out by the European Committee of the Regions.

·Bilateral meetings between the European Commission and Member States, aiming to assess possible network adjustment needs and exchanging on the future TEN-T policy (May 2020 to beginning of 2021).

·Coordination with other related evaluations and impact assessments ongoing (Urban Mobility, Alternative. Fuels Infrastructure, Rail Freight Corridors, ITS, Mobility Strategy, EU ETS, Fuel Quality Directive).

·The study on the impact of the completion of the core network on Growth, Jobs and the Environment.

·Plans and Programmes under EU acquis with substantial transport components, such as National Energy and Climate Plans and National Air Pollution Control Programmes.

Consultation of citizens and stakeholders

The evaluation already provided for comprehensive consultation activities where stakeholders used the opportunity to present their positions. The main stakeholder groups include: users of the network, economic operators, national, regional and local authorities, project promoters, social partners (sectoral social dialog committees, employers and workers organisations, NGOs, transport industry, R&I Community, suppliers and operators of clean and innovative mobility solutions, investors.

The Impact Assessment will include a public consultation on preliminary policy options. When adjusting the design of the core and comprehensive networks, in line with the subsidiarity principle, Member States will be consulted as far as their territory is directly concerned. The 12 week public consultation is planned to be launched at the beginning of the 1st quarter of 2021. The questionnaire will be available in all EU languages and the replies can be submitted in any of the 24 official EU languages. The public consultation can be accessed via the Commission's website. Feedback received will be summarised in a report to be made available on the Commission’s website.

Will an Implementation plan be established?

This Regulation will be directly applicable in Member States and does therefore not require supporting measures to facilitate its application.