EUROPEAN COMMISSION

Strasbourg, 14.12.2021

COM(2021) 812 final

2021/0420(COD)

Proposal for a

REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL

on Union guidelines for the development of the trans-European transport network, amending Regulation (EU) 2021/1153 and Regulation (EU) No 913/2010 and repealing Regulation (EU) 1315/2013

(Text with EEA relevance)

{SEC(2021) 435 final} - {SWD(2021) 471 final} - {SWD(2021) 472 final} - {SWD(2021) 473 final}

EXPLANATORY MEMORANDUM

1.CONTEXT OF THE PROPOSAL

•Reasons for and objectives of the proposal

•Consistency with existing policy provisions in the policy area

As the main pillar of EU transport infrastructure policy, the TEN-T Regulation acts as enabler and also depends on complementary policies. The standards and requirements set in the TEN-T Regulation are directly connected with the relevant objectives and needs in other transport sectors/fields and thus with other more sector-specific legislations. This means, for example, that the TEN-T rail infrastructure – for ensuring seamless cross-border transport and mobility – has to comply with interoperability legislation set in railway policy. Similarly, TEN-T road infrastructure has to take up and comply with EU legislation on road safety. The implementation of sectoral policies also needs a strong TEN-T Regulation framework since the TEN-T provides the infrastructure network for the implementation of other sectoral measures or other pieces of legislation, some of which however go beyond the TEN-T.

The TEN-T Regulation performance on indicators such as those related to modal shares, better service quality, the uptake of recharging/refuelling infrastructure depends on coordinated efforts with related policy fields. This particularly relates to the synergies between TEN-T and the deployment of alternative fuels infrastructure (AFIR proposal) as well as TEN-T and Intelligent Transport Systems (ITS), since both are intrinsically dependent on each other. For instance, the AFIR regulates the provision of charging/fuelling points on the TEN-T whilst the TEN-T Regulation provides the infrastructure basis for their wide deployment in a European network perspective. Similarly, the ITS regulates the provision of intelligent transport systems on the TEN-T, as part of a broader package of measures. Both AFIR and ITS need a definition of the TEN-T for their implementation (i.e. a geographical scope of application), which is provided by the maps contained in the TEN-T Regulation. These considerations also apply to other initiatives which are part of the Sustainable and Smart Mobility Strategy action plan, such as the revision of the Rail Freight Corridor Regulation, the revision of the urban mobility package, or the NAIADES III Action Plan. The TEN-T Regulation will define the alignment of the European Transport Corridors that shall replace the Rail Freight Corridors and Core Network Corridors. This will ensure coherence in the network development and will contribute to build synergies between the infrastructure and operational aspects of the network.

•Consistency with other Union policies

The European Green Deal, adopted by the European Commission in December 2019, puts climate action at its core, by setting an EU climate neutrality objective by 2050. In the domain of transport, the European Green Deal calls for a 90% reduction in greenhouse gas emissions from transport in order for the EU to become a climate-neutral economy by 2050, while working towards the zero-pollution ambition.

Furthermore, the TEN-T is closely linked to the trans-European networks policies in the fields of energy and telecommunications and provisions to exploit synergies between the three policies are enshrined in the legislation. Similarly, the TEN-T is also closely linked to maritime policy, i.e. with maritime transport being one of the key sustainable blue economy sectors 1 .

In terms of EU funding and financing, the TEN-T Regulation is directly linked to the Regulation of the Connecting Europe Facility (CEF) as it defines the projects of common interest that are eligible under CEF. In addition, the TEN-T infrastructure is largely funded by the European Structural and Investment Funds (ESIF) and since recently also through the Recovery and Resilience Fund (RRF). Finally, TEN-T is fully aligned with EU environmental and climate policies such as the Biodiversity Strategy and legislation, including the Water Framework Directive and the Birds and Habitats Directives and the EU strategy on adaptation to climate change 2 .

2.LEGAL BASIS, SUBSIDIARITY AND PROPORTIONALITY

•Legal basis

The Treaty on the Functioning of the European Union (TFEU) (Articles 170-172) stipulates the establishment and development of trans-European networks in the areas of transport, telecommunications and energy infrastructures 3 . The Union shall aim at promoting the interconnection 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 with the central regions of the Union (Article 170 TFEU). For this purpose, the Union 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, shall implement any measures that may prove necessary to ensure the interoperability of the networks, in particular in the field of technical standardisation and may support projects of common interest supported by Member States. Furthermore, the Union may also contribute, through the Cohesion Fund set up pursuant to Article 177, to the financing of specific projects in Member States in the area of transport infrastructure. To ensure interoperability of networks cooperation with third countries is equally foreseen (Article 171 TFEU).

•Subsidiarity (for non-exclusive competence) 

The TFEU defines that the trans-European networks shall enable citizens of the Union, economic operators and regional communities to derive full benefit from an area without internal frontiers. They shall also take account of the need to strengthen economic, social and territorial cohesion of the Union and to promote its overall harmonious development.

Since its establishment as an EU policy in 1993, the added value of TEN-T policy overall has always been strongly affirmed by Member States, regions, cities and industrial stakeholders. The EU added value of TEN-T has also been one of the main conclusions of the evaluation of the current TEN-T Regulation. Indeed, concentrating efforts towards the creation of a common, Europe-wide transport network is clearly acknowledged as a vision whose benefits go beyond isolated national action. Ensuring a common and coherent EU-wide basis for the identification of ‘projects of common interest’ and, correspondingly, for the alignment of planning and implementation efforts of a wide range of actors is a clear and widely recognised added value of TEN-T.

This also applies to the dimension of urban nodes as it is important that urban traffic is well connected with interregional and international traffic. Indeed, the role of urban nodes on the TEN-T goes beyond the local level, as transport activities on the TEN-T start and/or end in such nodes, or transit them, requiring good coordination between the different levels in order to avoid bottlenecks.

However, urban mobility is and shall remain a policy mainly under the remit of the Member States (local authorities). EU action should remain limited to aspects of urban mobility which are connected with interregional and international traffic. This also accounts for the maintenance of infrastructure: while maintaining infrastructure is and will remain the main responsibility of Member States, it is essential to guarantee through minimum rules in the TEN-T Regulation that the TEN-T will continue to provide a high quality of services to citizens and businesses.

•Proportionality

As detailed in chapter 7 of the Impact Assessment accompanying this proposal none of the policy options goes beyond what is necessary to reach the overall policy objectives. The proposed intervention incentivises a shift of transport volumes to more sustainable modes of transport necessary to deliver on the increased climate ambition for 2030 and the overall objective of reaching climate neutrality by 2050. The Policy Options are designed to create a coherent policy framework and a coherent, high standard transport network as the basis for other sectoral policies to deliver on their objectives. They are designed to avoid disproportionate impacts on public authorities, operators of infrastructure and mobility service providers, notably by building on and further developing a well-established governance system. This has been fully demonstrated in the evaluation of Regulation (EU) 1315/2013 and the baseline analysis underpinning the impact assessment for the revision of that Regulation. Thus, they fully respect the principle of proportionality.

•Choice of the instrument

Since this is a proposal for revising an existing Regulation it seems legitimate to keep the status of the instrument as it is.

3.RESULTS OF EX-POST EVALUATIONS, STAKEHOLDER CONSULTATIONS AND IMPACT ASSESSMENTS

•Ex-post evaluations/fitness checks of existing legislation

•Stakeholder consultations

The following stakeholder consultations were carried out during the evaluation phase:

Open Public Consultation: the Commission as the first step of the formal revision process between the 24th of April and the 17th of July 2019 carried out an Open Public consultation. The questionnaire was available in all official EU languages. This consultation generated more than 600 responses from a wide range of stakeholders, including public authorities (from international to local), infrastructure managers, commercial transport users, civil society and citizens. Importantly, more than 150 stakeholders - including a number of Member States and key European Associations - used this initial step already to submit position papers highlighting strengths and weaknesses of the policy and – notably – its future opportunities and needs. The OPC results were analysed and fed into the overall evaluation process.

Targeted stakeholder consultations: the approach to consult expert stakeholders designed by the consultant consisted of three main elements: online surveys, interviews and case studies on issues of specific importance. The aim of the targeted consultations was to collect data from specific stakeholder groups at local, national and EU level. Generally, stakeholder views showed a very coherent perception of views and no noteworthy distinction could be found between different stakeholder groups, unless otherwise specified in the evaluation.

Online surveys: A survey questionnaire has been implemented between 20 January and 16 March 2020 in order to collect data on stakeholders’ perceptions and experiences with the TEN-T Regulation, its implementation and outcomes to date, and their views on recommendations for future EU policy developments in this area. Overall, more than 2000 stakeholders with expertise in the subjects at stake have been contacted for online surveys. In total 198 valid responses were received.

Interviews: In total 44 stakeholders have been interviewed with cross-sections of respondents to the survey and representatives of relevant stakeholder groups. The main aim of these semi-structured interviews was to gain in-depth insights into the implementation of the TEN-T Regulation, progress achieved and success factors/challenges from the perspective of different stakeholders. The global interviews complemented the desk research, open public consultation and global survey to explain the quantitative data obtained and fill in any gaps, support the thematic case studies, and elaborate on key issues where data from other sources were unclear or needed further explanation.

Case studies: In addition to the general evaluation of the TEN-T Regulation nine thematic case studies on selected TEN-T policy areas have been performed. They were undertaken in areas in which the Commission’s work during the implementation phase of the TEN-T Regulation has produced evidence that there might be a lack of relevance, both in light of developments over the last years and of foreseeable future developments. Three online workshops with stakeholders comprising EU officials, transport stakeholders and social partners have been developed and implemented to validate the findings, and to discuss conclusions and recommendations of the case studies which related to urban mobility, (digitalisation) and innovation and new technologies.

The following stakeholder consultations were carried out during the impact assessment phase:

An additional Open Public consultation was carried out during the impact assessment phase. It was undertaken between 10 February and 5 May 2021 on the EU Survey website. The consultation was divided into five sections, starting with a general question on the Regulation, followed by questions on additional measures that might be taken in, and the potential focus of, an amended Regulation. The consultation received 496 responses in total. The main issues covered were:

·Measures enabling the decarbonisation and the reduction of air pollutant emissions in the transport system;

·Measures related to infrastructure quality and resilience;

·Measures related to innovation, digitalisation and automation; and

·Potential focus areas for the policy options.

All stakeholder input was used in the process of developing the proposal. While the input received during the evaluation phase was in particular used to define and refine the different measures to be further analysed in the impact assessment, the input received in the impact assessment phase was important to validate the measures and options chosen and thus the approach for the revision of the Regulation.

•Collection and use of expertise

Court of Auditors

The Court of Auditors has carried out several audits and reviews on policies related to transport infrastructure and TEN-T, in particular on the European high speed rail network, on maritime transport in the EU, on rail freight transport in the EU, as well as on EU transport infrastructures 6 . Wherever applicable and in line with the replies it has given to the respective reports, the Commission has considered the relevant recommendations in the preparation of the present proposal.

Evaluation

The evaluation of Regulation (EU) 1315/2013 on Union Guidelines for the development of the trans-European transport network started in September 2018 and built in particular on the support study for the TEN-T evaluation by Coffey consultants 7 and on the support study for the TEN-T policy review, by Panteia 8 . While the former was addressing the provision of the TEN-T Regulation in its entirety and collected information from all concerned stakeholders and modes of transport the latter was addressed mainly to Member States authorities. A standard triangulation approach was applied to address the evaluation questions, through different angles: desk research, interviews and surveys. 

Impact Assessment

The impact assessment has been based on research and analyses done by the Commission. The Commission also contracted an external, independent consultants team (Ricardo Nederland B.V. as leader of the group together with Ricardo-AEA Limited, TRT Trasporti e Territorio srl (TRT) and M-Five GmbH Mobility, Futures, Innovation, Economics (M-FIVE)) to support the impact assessment in specific tasks, i.e. the assessment of the policy options, the comparison of the options, the assessment of the administrative costs as well as the analysis of the open public consultation. The external support study will be published alongside this proposal. In addition, the Baseline scenario has been developed by E3Modelling with the PRIMES-TREMOVE model, drawing on the MIX scenario underpinning the impact assessments of the ‘Fit for 55’ package. ASTRA and TRUST models have been calibrated on this Baseline scenario by M-FIVE and TRT, respectively.

•Impact assessment

To adequately address the objectives of the TEN-T revision, three policy options (PO) have been assessed in terms of their economic, social and environmental impacts. PO1 aims at updating existing TEN-T infrastructure quality requirements and standards and provides for the adequate infrastructural basis for the deployment of alternative fuels and intelligent transport systems. In addition, it includes measures to harmonise and streamline the existing TEN-T monitoring and reporting tools. In terms of TEN-T network, it also includes a review of the transport network and transport nodes. PO2, building upon PO1, represents a step change by introducing new, more ambitious standards for all transport modes as to contribute to decarbonisation, pollution reduction, digitalisation, resilience and safety of the transport infrastructure system. In addition, a better integration of the urban nodes in the TEN-T is ensured through specific requirements to manage traffic of passengers and freight to/from cities. PO3, being the preferred option, accelerates the completion of the TEN-T by advancing the deadline for the completion of certain standards and network sections from 2050 to 2040 whilst keeping the ambitious standards and requirements introduced through PO2. It also ensures a broad and coherent development on the network, translating into a substantial review of the TEN-T network design.

In terms of results PO3 brings significant economic benefits, notably an increase of 0.4% of GDP in 2030, 1.3% in 2040 and 2.4% by 2050 relative to the baseline. This translates into €57 billion increase in GDP relative to the baseline in 2030, €229 billion in 2040 and €467 billion in 2040. Higher investments on the TEN-T also create employment, leading to an estimated 0.1% increase of employment in 2030 relative to the baseline, 0.3% in 2040 and 0.5% by 2050, equivalent to 200,000 additional employed persons in 2030, 561,000 in 2040 and 840,000 by 2050. PO3 also performs well in shifting freight and passenger transport activity to more sustainable modes of transport. The anticipated implementation of a new passenger rail standard (160 km/h line speed), the introduction of the P400 loading gauge (allowing circulation of semi-trailers on railway wagons) as well as the extension of some rail standards from the core to the comprehensive network, coupled with the extension of the latter, is projected to increase rail transport activity. This is also reflected in a higher rail share in the modal split to the detriment of the road sector. Although the modal share of inland waterway and maritime transport stays broadly stable, the implementation of new standards allows the sector to absorb the projected growth of EU27 traffic volumes and of intra-EU maritime traffic. Moreover, the shift from road to less emitting modes enabled by the bundle of measures included in PO3 are projected to result in CO2 emissions and air pollution emissions reductions. The reduction in the external costs of CO2 emissions is estimated at around €387 million relative to the baseline over the 2021-2050 period, expressed as present value, while the reduction in the external costs of air pollution at around €420 million. In addition, improvements of road safety are brought by setting quality standards and related safety features to all network sections above a certain daily traffic threshold reducing the number of fatalities and injured persons. The reduction in the external costs of accidents is estimated at around €3,930 million relative to the baseline over the 2021-2050 period, expressed as present value. The reduction in the external costs of inter-urban road congestion is estimated at around € 2,891 million relative to the baseline over the 2021-2050 period.

In terms of costs the preferred option strikes the best balance between the achieved objectives and the overall implementation costs. The investments to implement all measures under PO3 are estimated at €247.5 billion relative to the baseline, expressed as present value over 2021-2050. In addition, the administrative costs for the private sector are estimated at €8.6 million relative to the baseline, expressed as present value over 2021-2050, and those for the public authorities at €25.4 million. Other impacts, related to noise emissions and potential biodiversity loss, were difficult to quantify since noise impacts strongly depend on the local (traffic) situation and biodiversity on the specific location and characteristics of the infrastructure.

The upgrade of the infrastructure for combined railway transport and of terminals is an important element to ensure that intermodal transport is primarily done by rail, inland waterways or short-sea shipping and that any initial and/or final legs carried out by road are as short as possible. Those infrastructure upgrades will generate opportunities to SMEs even though in some segments also large players exist. Main stakeholders concerned are the railway undertakings in the freight market, the rail freight terminal operators, trucking companies and operators at passenger terminals. In the road sector, improving the rest areas and parking situation for regional and long-distance trucking will benefit the large number of small driver-owned trucking companies, which are actually among the smallest enterprises in the transport domain, as they depend on a dense and quality network of parking areas.

PO3 adds an important dimension to the cohesion objective of TEN-T through the identification of urban nodes and the integration of passenger / freight terminals on the whole EU territory playing a crucial role for regional connectivity. PO3 also stimulates best the resilience and climate change adaptation of the TEN-T infrastructure. Finally, PO3 adds important value to ensure coherence with other policies by reviewing the TEN-T network design (e.g. through the creation of European Transport Corridors, replacing the two existing types of corridors – Core Network Corridors and Rail Freight Corridors).

•Regulatory fitness and simplification

·automated data input into the TENtec system allowing an exchange directly from the data source (Member State, infrastructure manager);

·replacing the biennial work plans of the European Coordinators and the biennial progress reporting on the implementation of the TEN-T by the Member States with a work plan including the priorities for the respective corridor development every four years, with a brief annual status report on the state of implementation of the Corridors, Motorways of the Seas (in future European Maritime Space) and ERTMS.

•Fundamental rights

4.BUDGETARY IMPLICATIONS

5.OTHER ELEMENTS

•Implementation plans and monitoring, evaluation and reporting arrangements

The Commission will follow the progress, the impacts and results of this initiative through a set of governance instruments, based on the TEN-T governance, such as the strengthened European Coordinators and their work plans. Monitoring will be further strengthened in the revised Regulation.

The European Coordinators have in this regard been instrumental as they act as ambassadors of TEN-T policy and mediators for all relevant stakeholders that they gather in so called Corridor Fora. This work will be further boosted through a reinforced role of the European Coordinators. In addition, each European Transport Corridor and the two horizontal priorities will be supported by dedicated studies which monitor the progress made with regard to the fulfilment of standards, deadlines and priority setting. This is for instance reflected in a very close monitoring of all projects planned or ongoing on the TEN-T (so called “project pipeline” analysis and half-yearly “project implementation reports”). Projects are thereby being assessed in terms of their financial maturity as well as their status in terms of permitting and procurement, so that problems e.g. in terms of delays can be easily spotted and interventions being planned by Commission and/or European Coordinators. The new Regulation will also include the possibility to build more than in the past on implementing acts. They will not only foster the priority setting at national level, but also facilitate the monitoring of progress made on the TEN-T against defined and agreed milestones in those implementing acts. As such, they are also a very solid basis for the monitoring of those projects since regular progress can be checked per milestone and appropriate measures taken in case of delays. When adopting these implementing acts, the Member States concerned also agree to a regular reporting on the progress achieved. In terms of monitoring, the progress of the TEN-T will be monitored in terms of the technical completion of the TEN-T infrastructure with the defined TEN-T standards and against the defined deadlines of 2030, 2040 and 2050. The standards and requirements will thereby constitute the key performance indicators against which the success of TEN-T will be monitored (e.g. percentage of length of rail freight sections that are electrified, cater for 22.5 axle load and for 740 m train length; number of maritime ports with a railway access etc.). Next to it, there is a constant monitoring through the so-called TENtec database, a powerful information system which will allow in future an automated exchange of data directly from the data source (Member State, infrastructure manager) in a timely manner.

•Detailed explanation of the specific provisions of the proposal

The structure of the revised Regulation will deviate from the structure of the current Regulation. It will no longer be organised by network layer (core and comprehensive) but by transport mode, which will allow a better understanding of the various requirements. It will include specific requirements and maps for the European Transport Corridors and the new intermediary deadline of 2040. The first chapters of the Regulation explain the overall objectives of the TEN-T and the stepwise approach to complete the network. It will consist of the following main chapters:

Recitals

The recitals will in particular put the focus on the contribution of the TEN-T to the European Green Deal and the objectives of the Sustainable and Smart Mobility Strategy. They furthermore detail the links of the revised TEN-T with other transport policies in the different modes and with policy areas outside of the transport sector e.g. environmental and climate policy, social policy, cohesion policy, foreign policy etc. The recitals furthermore highlight aspects of EU and national infrastructure planning and of funding and financing.

Chapter I: General principles

Chapter 1 lays down the general principles of the TEN-T Regulation. It defines the subject matter and the scope of application of the Regulation. It contains the definitions of the different elements of the Regulation and of the terminology used throughout the text. Furthermore, it introduces the objectives of the Regulation (cohesion, sustainability, efficiency and user benefits) and how they shall be reached. This chapter also provides that the trans-European transport network shall be planned, developed and operated in a resource-efficient way, complying with the applicable EU and national environmental requirements. The following articles describe the geographical dimension of the network structure and the European Transport Corridors (ETC). Finally, chapter 1 describes the principles of the projects of common interest and of the cooperation with third countries.

Chapter II: General provisions

Chapter 2 contains the general provisions of the Regulation specifying the core, the extended core and the comprehensive network as well as the European Transport Corridors (ETCs) and lays out the prioritisation of measures on the different networks.

Chapter III: Specific provisions

Chapter 3 contains the specific provisions concerning the requirements for each mode of transport addressed by the Regulation with a view to the:

·definition of infrastructure components,

·transport infrastructure requirements for the comprehensive network,

·requirements for the core and extended core network,

·additional priorities.

In addition this chapter contains provisions concerning the requirements of the revision applicable to multimodal freight terminals and urban nodes.

Chapter IV: Provisions for smart and resilient transport

Chapter 4 contains additional provisions with regard to the requirements of the Regulation with a view to ICT systems for transport, sustainable services, new technologies and innovation, safe and secure infrastructure, resilience, investments by third countries, maintenance and project life-cycle as well as accessibility for all users.

Chapter V: Implementation of instruments of European Transport Corridors and horizontal priorities

Chapter 5 concerns the implementation of the European Transport Corridors and of the horizontal priorities (European rail traffic management System and European Maritime Space). It describes the instrument of ETC and the horizontal priorities and contains provisions on how they shall be coordinated and governed. The chapter furthermore contains provisions on the implementation tools e.g. the coordinators work plans and the implementing acts.

Chapter VI: Common provisions

Chapter 6 contains the common provisions of the Regulation with regard to reporting and monitoring obligations, the procedures for updating the network and the principles for engagement with public and private stakeholders. It contains provisions concerning the alignment of national plans with EU transport policy. It furthermore contains provisions regarding the exercise of delegation, the committee procedure, the review of the Regulation, the procedures with regards to delays in implementing the network and the possibility of exemptions. Lastly, it outlines the impact of the Regulation on other legislative acts with a view to the need for their amendment.

Annexes:

The Annexes of the Regulation contain detailed maps of the core, extended core and the comprehensive network, lists of transport and urban nodes in the scope of this Regulation as well as the definition of alignment and maps of the European Transport Corridors. It furthermore contains indicative maps for the neighbouring countries as well as specifications for the requirements for the development of Sustainable Urban Mobility Plans. It also contains an article amending Regulation (EU) 2021/1153 and a correlation table between Regulation (EU) 1315/2013 and this Regulation.

2021/0420 (COD)

Proposal for a

REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL

on Union guidelines for the development of the trans-European transport network, amending Regulation (EU) 2021/1153 and Regulation (EU) No 913/2010 and repealing Regulation (EU) 1315/2013

(Text with EEA relevance)

THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE EUROPEAN UNION,

Having regard to the Treaty on the Functioning of the European Union, and in particular Article 172 thereof,

Having regard to the proposal from the European Commission,

After transmission of the draft legislative act to the national parliaments,

Having regard to the opinion of the European Economic and Social Committee 10 ,

Having regard to the opinion of the Committee of the Regions 11 ,

Acting in accordance with the ordinary legislative procedure,

Whereas:

(1)The Commission Communication ‘The European Green Deal ’ 12 of December 2019 sets a climate neutrality objective to be achieved by the Union by 2050 as well as a clear objective to reduce net greenhouse gas emissions by at least 55% by 2030, compared to 1990 levels. Those objectives are set as a target in Regulation (EU) 2021/1119 of the European Parliament and of the Council 13 .

(2)Transport emissions represent around 25% of the Union’s total greenhouse gas emissions, and these emissions have increased over recent years. The European Green Deal therefore calls for a 90% reduction in greenhouse gas emissions from transport in order for the Union to become a climate-neutral economy by 2050, while working towards the zero-pollution ambition 14 . 

(3)The Sustainable and Smart Mobility Strategy 15  sets out milestones to show the European transport system’s path towards achieving the objectives of a sustainable, smart and resilient mobility. It envisages that rail freight traffic should increase its market share by 50% by 2030 and double by 2050; transport by inland waterways and short sea shipping should increase its market share by 25% by 2030 and by 50% by 2050; traffic on high-speed rail should double by 2030 and triple by 2050; at least 30 million zero-emission cars and 80,000 zero-emission trucks should be in operation on Union roads by 2030, and nearly all cars, vans and buses and new heavy-duty vehicles should be zero-emission by 2050; scheduled collective travel under 500 km should be carbon-neutral by 2030 within the Union; by 2030, there should be at least 100 climate-neutral cities in Europe.

(4)The realisation of the trans-European transport network creates the enabling conditions in terms of infrastructure basis allowing to make all transport modes more sustainable, affordable and inclusive, to make sustainable alternatives widely available in a multimodal transport system and to put in place the right incentives to drive the transition, notably by ensuring a fair transition, in line with the objectives presented in the Council Recommendation (EU) […] of […] on ensuring a fair transition towards climate neutrality.

(5)The planning, development and operation of the trans-European transport network should enable sustainable forms of transport, provide for improved multimodal and interoperable transport solutions and for an enhanced intermodal integration of the entire logistic chain, thereby contributing to a smooth functioning of the internal market by creating the arteries that are necessary for smooth passenger and freight transport flows across the Union. In addition, the network should aim at strengthening economic, social and territorial cohesion by ensuring accessibility and connectivity for all regions of the Union, including a better connectivity of the outermost regions and other remote, rural, insular, peripheral and mountainous regions as well as sparsely populated areas. The development of the trans-European transport network should also enable seamless, safe and sustainable mobility of goods and persons in all their diversity, and should contribute to further economic growth and competitiveness in a global perspective, by establishing interconnections and interoperability between national transport networks in a resource-efficient and sustainable way.

(6)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. 

(7)The trans-European transport network consists to a large extent of existing infrastructure. In order to fully achieve the objectives of the new trans-European transport network policy, uniform requirements regarding the infrastructure should be established.

(8)The trans-European transport network should be developed and sustained through the creation of new transport infrastructure, through the maintenance and upgrading of existing infrastructure and through measures promoting its resource-efficient use.

(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 cycling paths, including the EuroVelo routes, or with security aspects by including new technologies such as sensors in bridges.

(10)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 hazards and human-made disasters on infrastructure and accessibility for all transport users, especially in regions that are particularly affected by the negative impacts of climate change.

(11)When planning, procuring and implementing projects of common interest, Member States and other project promoters should give due consideration to Directive (EU) 2021/1187 of the European Parliament and the Council 16 .

(12)During infrastructure planning, Member States and other project promoters should give due consideration to the risk assessments and adaptation measures that seek to improve resilience, for example to climate change, natural hazards and human-made disasters. By providing further incentives to develop sustainable forms of transport and with the implementation of high-level standards for green transport infrastructure, the realisation of the trans-European transport network will support the “do no significant harm” principle.

(13)Given the evolution of the Union infrastructure needs and the decarbonisation goals, the Conclusions of the 2020 July European Council, according to which Union expenditure should be consistent with Paris Agreement objectives and the "do no significant harm" principle, within the meaning of Article 17 of the Taxonomy Regulation 17 , projects of common interest should be assessed in order to ensure that TEN-T policy is coherent with transport, environmental and climate policy objectives of the Union. Member States and other project promoters should carry out environmental assessments of plans and projects which should include the “do no significant harm” assessment based on the latest available guidance and best practice. In cases that the implementation of a project of common interest entails a significant harm to an environmental or climate objective, reasonable alternatives should be considered.

(14)Infrastructure projects under the TEN-T Regulation should be resilient to the potential adverse impacts of climate change through a climate vulnerability and risk assessment, including through relevant adaptation measures. Projects for which an environmental impact assessment must be carried out should be subject to climate proofing and integrate the costs of greenhouse gas emissions and the positive effects of climate mitigation measures in the cost-benefit analysis. The climate proofing should be undertaken based on the latest available best practice and guidance 18 . This contributes to the integration of climate change-related risks as well as climate change vulnerability and adaptation assessments into investment and planning decisions under the Union budget.

(15)Member States and other project promoters should carry out environmental assessments of plans and projects according to the relevant legislation 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.

(16)The interests of regional and local authorities, as well as those of the public concerned by a project of common interest, should be appropriately taken into account in the planning and construction phase of projects.

(17)The definition of the trans-European transport network should be based on a common and transparent methodology and should represent the highest level of infrastructure planning within the Union. It should be multimodal, that is to say it should include all transport modes and their connections as well as relevant traffic and travel information management systems.

(18)The trans-European transport network should be gradually developed in three steps with the overall aim to realise a multimodal and interoperable European wide network of high quality standards, while respecting the overall Union climate neutrality and environmental objectives: the completion of a core network by 2030, of an extended core network by 2040 and of the comprehensive network by 2050.

(19)Next to the deadlines of 2030 and 2050 that have already been introduced under Regulation (EU) 1315/2013 of the European Parliament and of the Council 19 , an intermediary deadline of 2040 for the compliance of the network with this Regulation should be added for the extended core network that is part of the European Transport Corridors. The same intermediary deadline should also apply for new standards on the core network that have been introduced in addition to the requirements in Regulation (EU) 1315/2013 as to allow for the necessary investments in due time.

(20)The comprehensive network should be a Europe-wide transport network ensuring the accessibility and connectivity of all regions in the Union, including the outermost regions and other remote, rural, insular, peripheral and mountainous regions as well as sparsely populated areas, and strengthening social, economic and territorial cohesion between them. The requirements for the infrastructure of the comprehensive network should be set in order to promote the development of a high-quality network throughout the Union.

(21)The comprehensive network should be sufficiently equipped with alternative fuels infrastructure in order to ensure that it effectively supports the transition to zero-emission mobility, in line with the milestones set in the Sustainable and Smart Mobility Strategy.

(22)In addition to the core network, an extended core network should be defined on the basis of priority sections of the comprehensive network which are part of the European Transport Corridors.

(23)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 to be connected with multimodal links as long as they are economically viable and feasible by 2030. The methodology has ensured the interconnection of all Member States and the integration of the main islands into the core network.

(24)The core network with a deadline of 2030 and the extended core network with a deadline of 2040 should constitute the foundation of the sustainable multimodal transport network, representing the strategically most important nodes and links of the trans-European transport network, according to traffic needs. They should stimulate the development of the entire comprehensive network and 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.

(25)Certain existing standards of the core network should be extended to the extended core and comprehensive network in order to reap full network benefits, to increase interoperability between network types and to enable more activity by more sustainable forms of transport, including through higher digitalisation and other technological solutions.

(26)Exemptions from the infrastructure requirements applicable to the core, extended core and comprehensive network should be possible only in duly justified cases and subject to certain conditions. This should include cases where investment cannot be justified, or where there are specific geographic or significant physical constraints, for example in outermost regions and other remote, insular, peripheral and mountainous regions or in sparsely populated areas, or for isolated or partially isolated networks.

(27)The land-side infrastructure network, established through the core network, extended core network and comprehensive network, should integrate with the maritime dimension of the trans-European transport network. To this end, a truly sustainable, smart, seamless and resilient European Maritime Space should be created. It should encompass all maritime infrastructure components of the trans-European transport network.

(28)The European Maritime Space should be implemented in close cooperation with the European macro-regional and sea-basin strategies which provide a suitable European territorial cooperation framework both at transnational Union level and at cross-border level with third countries.

(29)The Rail Freight Corridors established on the basis of Regulation (EU) No 913/2010 of the European Parliament and of the Council 20 and the Core Network Corridors defined in Regulation (EU) No 1315/2013 are complementary policy instruments, pursuing closely related objectives, in particular to boost sustainable, efficient and safe transport services. Although cooperation has been fruitful on many aspects, in some cases overlapping of activities and needs for a better exchange of information have been identified. Moreover, the Rail Freight Corridors and the Core Network Corridors are not entirely geographically aligned, limiting the possibility for coordination, for example on issues such as the deployment of the infrastructure requirements of the trans-European transport network or the improvement of the quality of railway services. There is therefore an important untapped potential for streamlining, increased effectiveness and synergies.

(30)As stated in the Sustainable and Smart Mobility Strategy, an integration of the Core Network Corridors and of the Rail Freight Corridors into ‘European Transport Corridors’ is needed to increase synergies between infrastructure planning and the operation of transport. The European Transport Corridors should become the instrument for the development of sustainable and multimodal freight and passenger transport flows in Europe and for the development of interoperable high quality infrastructure and operational performance. As such, they should also be the tool to realise the vision of creating a highly competitive rail network across the Union.  

(31)European Transport Corridors should cover the most important long-distance transport flows and consist of key European transport multimodal axis, based on parts of the trans-European transport network, be multimodal and open to the inclusion of all transport modes covered in this Regulation and cross at least two borders and involve at least three transport modes.

(32)In order to establish the trans-European transport network in a coordinated and timely manner, thereby making it possible to maximise network effects, Member States concerned should ensure that appropriate measures are taken to finalise the projects of common interest of the core, the extended core and the comprehensive network by the given deadlines 2030, 2040 and 2050 respectively. To this end, Member States should ensure that there is coherence of the national transport and investment plans with the priorities set out in this Regulation and in the work plans of the European Coordinators.

(33)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 this Regulation. 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.

(34)Projects of common interest to develop the trans-European transport network in line with the requirements set out in this Regulation have European added value, as they contribute to a high-quality, interoperable and multimodal European network, increasing sustainability, cohesion, efficiency or user benefits. The European added value is higher if it leads, in addition to the potential value for the respective Member State alone, to significant improvements of transport connections or transport flows between Member States or between a Member State and a third country. Such cross-border projects should be the subject of priority intervention by the Union in order to ensure that they are implemented. 

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

(36)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 as well as the life-cycle approach. 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 21 . 

(37)In order to contribute to the climate reduction targets of the European Green Deal of a 90% cut in greenhouse gas emissions by 2050, measures to mitigate the greenhouse gas impacts of projects of common interest in the form of new, extended or upgraded transport infrastructures should be analysed.

(38)Cooperation with third countries, including neighbouring countries, is necessary in order to ensure connection and interoperability between the infrastructure networks of the Union and those countries. In view of this, where appropriate, the Union should promote projects of common interest with those countries, assessing and ensuring that the objectives and requirements of the trans-European transport network are complied with in order to ensure the interoperability of the Union network.

(39)To achieve transformation of the transport sector into a truly multimodal system of sustainable and smart mobility services, the Union should build a high quality transport network with rail services meeting minimum line speed. Competitive passenger rail has a high potential for the decarbonisation of transport. There is the need to develop a coherent and interoperable European high speed rail network linking its capitals and major cities. Complementing existing high speed lines with passenger lines at a minimum line speed of 160 km/h should in return lead to network effects, a more coherent network and an increased number of passengers travelling by rail. The completion of a high-performance network will also facilitate the development and introduction of new or different models of capacity allocation, for example interval-service timetables enabled by the Timetable Redesign (TTR) initiative.

(40)A more sustainable, resilient and reliable rail freight network across Europe should be established to contribute to the competitiveness of combined transport. The infrastructure for combined railway transport and of terminals should be upgraded to ensure that intermodal transport is primarily done by rail, inland waterways or short-sea shipping and that any initial and/or final legs carried out by road are as short as possible.  

(41)Given the fact that the deployment of the European Rail Traffic Management System (ERTMS) in Europe is accelerating, and several Member States have already adopted plans to deploy ERTMS on their entire national rail networks by 2040, there is a need to take account of this paradigm shift and set a more ambitious ERTMS deployment deadline for the comprehensive network.

(42)ERTMS should be deployed in a continuous manner not only on the core network, extended core network and comprehensive network, including in the urban nodes, but also on access routes to multimodal terminals. This will enable operations with ERTMS only and boost the business case of railway undertakings.

(43)As deployment of a radio-based ERTMS further contributes to the elimination of national rules affecting operation, Member States should ensure that only radio-based ERTMS will be deployed from 2025 and the entire trans-European transport network equipped with radio-based ERTMS by 2050.

(44)ERTMS deployment should be coupled with a regulatory deadline for decommissioning of class B systems trackside, thus making ERTMS the only signalling system used in Member States. Decommissioning of class B systems trackside will bring about significant maintenance savings for infrastructure managers, as deploying ERTMS and keeping additional trackside systems for a prolonged period is very costly and complicated. Class B systems should be removed in a coordinated way with a sufficient transitional period, by 2040, allowing the railway undertakings to anticipate the change and adopt the most suitable migration strategy. ERTMS, being a system, requires a synchronised deployment both trackside and on-board and full system benefits only occur when both trains and trackside are equipped.

(45)Inland waterways in Europe are characterised by a heterogeneous hydro-morphology which hampers a coherent performance for all waterway stretches. Inland waterways, especially free flowing stretches, may be heavily impacted by climate and weather conditions. In order to ensure reliable international traffic, while respecting the hydro-morphology and applicable environmental legislation, TEN-T requirements should take into account the specific hydro-morphology of each waterway (for example free-flowing or regulated rivers) as well as the objectives of environmental and biodiversity policies. Such an approach should be considered at river basin level.

(46)Being the entry and exit points for the land infrastructure of the trans-European transport network, maritime ports play an important role as cross-border multimodal nodes which serve not only as transport hubs, but also as gateways for trade, industrial clusters and energy hubs, for example with regard to the deployment of off-shore wind installations.

(47)Short sea shipping can make a substantial contribution to the decarbonisation of transport by carrying more freight and passengers. The European Maritime Space should be promoted by creating or upgrading short-sea shipping routes and by developing maritime ports and their hinterland connections as to provide an efficient and sustainable integration with other modes of transport.

(48)Road transport in the Union accounts for three-quarters of the total inland freight transport (based on tonne-kilometres performed) and for around 90% of the total inland passenger transport (based on the total number of passenger kilometres). Given the importance of road transport and the commitment to improve road safety in line with the milestone of the Sustainable and Smart Mobility Strategy, there is a need to enhance the road infrastructure from the safety point of view.

(49)The trans-European transport network should ensure efficient multimodality 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. Multimodal terminals should play a key role to meet this objective.

(50)Urban nodes play an important role on the trans-European transport network as starting point or 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. It should be ensured that capacity bottlenecks and an insufficient network connectivity within urban nodes do no longer hamper multimodality along the trans-European transport network.

(51)As an effective single framework for tackling urban mobility challenges, urban nodes should develop a Sustainable Urban Mobility Plan (SUMP), which is a long-term, all-encompassing integrated freight and passenger mobility plan for the entire functional urban area 22 . It should include objectives, targets and indicators underpinning the current and future performance of the urban transport system, at minimum, on greenhouse gas emissions, congestion, accidents and injuries, modal share and access to mobility services, as well as data on air and noise pollution in cities.

(52)Member States should establish a national SUMP support programme aimed at promoting the uptake of SUMPs and improving coordination among regions, cities and towns. It should support regions and urban areas to develop high-quality SUMPs and reinforce monitoring and evaluation of the SUMP implementation through legislative measures, guidance, capacity building, assistance and possibly financial support.  

(53)The Mission on Climate-neutral and Smart Cities, set up under the Horizon Europe framework programme, aims to have 100 climate neutral cities in the Union by 2030. The cities involved in the Mission will act as experimentation and innovation hubs for others to follow by 2050.

(54)Multimodal digital mobility services help to enhance the integration of the different transport modes by combining several transport offers into one. Their further development should contribute to nudge behaviours towards the most sustainable modes, public transport and active modes such as walking and cycling.

(55)Information and Communication Technology (ICT) systems for transport are necessary in order to provide the basis for optimising traffic and transport operations and traffic safety and improving related services. Information flows in the transport and mobility network should be facilitated, including through the deployment of the Union Mobility Data Space. Information to passengers, including information on ticketing and reservation systems, should be available.

(56)Intelligent transport systems and services as well as new emerging technologies should serve as a catalyst for the deployment of intelligent transport systems and services on all roads of the trans-European transport network.

(57)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, ICT systems, equipment and services, including the requirements for the alternative fuel infrastructure rollout as defined in Regulation (EU) […] of the European Parliament and of the Council [on the deployment of alternative fuels infrastructure] 23 . 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. In order to ensure the deployment of alternative fuels across the entire road network of the trans-European transport network in line with the targets set in Regulation (EU) […] [on the deployment of alternative fuels infrastructure], references to ‘core network’ in Regulation (EU) […] [on the deployment of alternative fuels infrastructure] should be construed as references to ‘core network’ as defined in this Regulation. References to ‘comprehensive network’ in Regulation (EU) […] [on the deployment of alternative fuels infrastructure] should be construed as references to ‘extended core network’ and ‘comprehensive network’ as defined in this Regulation.

(58)The trans-European transport network should provide the basis for the large-scale deployment of new technologies and innovation, such as 5G infrastructure, which can help enhance the overall efficiency of the European transport sector and capacity to enable secure passenger flows using efficient means, make public or greener transport means more attractive for passengers, and reduce its carbon footprint. This will contribute towards the objectives of the European Green Deal and at the same time contribute to the objective of increasing energy security for the Union. In order to achieve those objectives, the availability of alternative fuels and related infrastructure should be improved throughout the trans-European transport network.

(59)A sufficient number of fast recharging points for light and heavy-duty vehicles accessible to the public should be deployed across the trans-European transport network. This aim should ensure full cross-border connectivity and allow electric vehicles to circulate throughout the Union. Distance-based targets for the trans-European transport network as defined in Regulation (EU) […] [on the deployment of alternative fuels infrastructure] are to ensure a minimum of sufficient coverage of electric recharging points along the Union’s main road networks. 

(60)Publicly accessible recharging infrastructure along the trans-European transport network as defined in Regulation (EU) […] [on the deployment of alternative fuels infrastructure] should be complemented with requirements on the deployment of recharging infrastructure in multimodal terminals and for multimodal passenger hubs, to provide charging opportunities for long haul trucks when they are being loaded or unloaded or when the driver is taking a rest or for busses in multimodal passenger hubs. In order to ensure free circulation, where the terminals or passenger hubs receive Union or public support, the access for purposes of charging, should be on fair, transparent and non-discriminatory basis, so as to avoid market lock in for specific enterprises or possible distortions of competition. Pricing should be made on transparent and non-discriminatory basis for all authorised undertakings or persons, where the charging infrastructure is build using Union or public funding.

(61)Insufficient safety, security and reliability of the infrastructure, caused by natural hazards, including climate related events and other exceptional occurrences such as pandemics, human-made disasters such as accidents, or disruptions caused by intentional acts such as terrorism and cyber-attacks, is a major problem for the efficiency and functioning of the trans-European transport network. For instance, accidents caused by several natural disasters due to extreme weather events have interrupted the transport flows significantly in the past years. The resilience of the transport network to climate change, natural hazards, human-made disasters and other disruptions should hence be improved, drawing on the risk assessment and resilience enhancing measures taken by critical entities for the transport sector pursuant to Directive […] on the resilience of critical entities 24 .

(62)Taking stock of the experience with regard to the crisis management during the Covid-19 pandemic 25 and in order to avoid traffic disruptions and contingencies in future, Member States should take into account the security and resilience of the transport infrastructure to climate change, natural hazards, human-made disasters and other disruptions affecting the functioning of the Union transport system, when planning infrastructure. To that aim, the European Transport Corridors should also include important diversionary lines which can be used in case of congestion or other problems on the principal routes. In addition, due to their multimodal nature, one mode can substitute the other in case of emergencies.

(63)The participation of undertakings, including those, which are owned or controlled by a natural person of a third country or an undertaking of a third country, including those, which are established in a third country, can accelerate the realisation of the trans-European transport network. However, under specific circumstances, the participation of or contribution by undertakings owned or controlled by a natural person of a third country or an undertaking of a third country to projects of common interest might compromise security and public order in the EU. Without prejudice and in addition to the cooperation mechanism pursuant to Regulation (EU) 2019/452 26 , greater awareness of such participation or contribution is necessary to allow intervention of public authorities if it appears that they are likely to affect security or public order in the Union and the participation or contribution does not fall under the scope of Regulation (EU) 2019/452.

(64)While maintenance is and will remain the main responsibility of the Member States, it is important that the trans-European transport network – once built – is properly maintained to ensure a high quality of services. A life cycle approach should be followed when planning and procuring infrastructure projects.

(65)In order to implement parts of the trans-European transport network of highest strategic importance within the given timescale, a corridor approach should 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.

(66)European Transport Corridors should help to develop the infrastructure of the trans-European transport 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. They should also address wider transport policy objectives and facilitate interoperability, modal integration and multimodal operations. The corridor approach should be transparent and clear and the management of such corridors should not create additional administrative burdens or costs.

(67)In agreement with the Member State concerned, European Coordinators should facilitate the coordinated implementation of the European Transport Corridors and of the two horizontal priorities, ERTMS and European Maritime Space. They should facilitate measures to design the right governance structure and to identify the priority investments along the European Transport Corridors and of the two horizontal priorities.

(68)The European and national frameworks for transport infrastructure planning and implementation as well as work plans established by the European Coordinators should contribute to the timely schedule and planning of investments necessary for the achievement of the objectives of this Regulation.

(69)The work plans of the European Coordinators should be used to promote cooperation between all relevant stakeholders, to strengthen complementarity with actions by Member States and infrastructure managers and in particular to set the milestones and priorities for investments. Based on the work plans, the Commission should adopt implementing acts setting out the priorities for infrastructure planning and for funding. 

(70)The technical basis of the maps specifying the trans-European transport network is provided by the interactive geographical and technical information system for the trans-European transport network (TENtec). 

(71)Taking into account the Union Action Plan on Military Mobility of March 2018 27 the Commission should assess the need to adapt the trans-European transport network to reflect the military use of the infrastructure. Based on the gap analysis between the trans-European transport network and the military requirements 28 additional roads and railways should be included in the trans-European network to enhance the synergies between civilian and military transport networks.

(72)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 2021/1153 of the European Parliament and of the Council 29 . In addition, network funding should also build on funding and financing instruments provided under other Union law, including InvestEU, the Recovery and Resilience Facility, Cohesion Policy, Horizon Europe and other financing instruments established by the European Investment Bank. To enable the financing of projects of common interest, references to ‘multimodal logistics platforms’, ‘motorways of the sea’ and ‘telematic applications’ in Regulation (EU) 2021/1153 should be respectively construed as references to ‘multimodal freight terminals’, ‘European Maritime Space’ and ‘ICT systems for transport’ as defined in this Regulation. For the same purpose, references to ‘core network’ in Regulation (EU) 2021/1153 should be construed as including ‘extended core network’ as defined in this Regulation.

(73)The achievement of the objectives of the trans-European transport network, in particular with regard to the decarbonisation and digitalisation of the transport system in the Union, requires a robust regulatory framework. Ambitious reforms should be implemented by Member States to address the challenges of sustainable transport as identified in the European Semester. The Recovery and Resilience Facility supports both reforms and investments to make transport more sustainable, reduce emissions, improve safety and efficiency. Relevant measures to that effect are included in approved Recovery and Resilience Plans.

(74)In order to update the maps and the list of ports, airports, terminals and urban nodes included in Annexes I and II 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 delegated acts in accordance with Article 290 of the Treaty on the Functioning of the European Union 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, and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making 30 . In particular, to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council receive all documents at the same time as Member States' experts, and their experts systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts.

(75)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.

(76)In order to ensure a smooth and effective implementation of the obligations laid down in this Regulation, the Commission supports Member States through the Technical Support Instrument 31 providing tailor-made technical expertise to design and implement reforms, including those promoting the development of the trans-European transport network.

(77)In order to ensure uniform conditions for the implementation of this Regulation, implementing powers should be conferred on the Commission as regards implementing acts which specify reference water levels and minimum requirements per river basin (good navigation status), which define a single entity for the construction and management of cross-border infrastructure projects of common interest, which establish a methodology for the urban mobility data to be collected by Member States and implementing acts for each work plan of the European Transport Corridors and the two horizontal priorities as well as for the implementation of specific sections of the European Transport Corridor or for the implementation of specific transport infrastructure requirements of the European Transport Corridor or of the horizontal priorities. Those powers should be exercised in accordance with Regulation (EU) No 182/2011 of the European Parliament and of the Council 32 .

(78)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.

(79)It is necessary to amend Regulation (EU) 2021/1153 in order to adapt its provisions with the view to integrating the Core Network Corridors into European Transport Corridors. The definition and the alignment of the European Transport Corridors will be defined in this Regulation and will replace the Core Network Corridors as defined in that Regulation.

(80)It is necessary to amend Regulation (EU) No 913/2010 in order to adapt its provisions with the view to integrating the Rail Freight Corridors into European Transport Corridors.

(81)Regulation (EU) No 1315/2013 should be repealed.

HAVE ADOPTED THIS REGULATION:

CHAPTER I

GENERAL PRINCIPLES

Article 1

Subject matter

1.This Regulation establishes guidelines for the development of a trans-European transport network consisting of the comprehensive network and of the core and extended core network, the two latter being established on the basis of the comprehensive network.

2.This Regulation identifies:

(a)European Transport Corridors of highest strategic importance on the basis of priority sections of the trans-European transport network;

(b)projects of common interest and specifies the requirements to be complied with for the development and implementation of the infrastructure of the trans-European transport network.

3.This Regulation sets out the priorities for the development of the trans-European transport network and provides for measures for the implementation of the trans-European transport network.

Article 2

Scope

1.This Regulation applies to the trans-European transport network as shown on the maps set out in Annex I. The trans-European transport network comprises transport infrastructure, including infrastructure for the deployment of alternative fuels, ICT systems for transport as well as measures promoting the efficient management and use of such infrastructure and permitting the establishment and operation of sustainable and efficient transport services.

2.The infrastructure of the trans-European transport network consists of the infrastructure for railway transport, inland waterway transport, maritime transport, road transport, air transport, multimodal transport and transport in urban nodes, as laid down in the relevant sections of Chapters II, III and IV.

Article 3

Definitions

For the purpose of this Regulation, the following definitions apply:

(a)'project of common interest' means any project carried out pursuant to this Regulation;

(b)'neighbouring country' means a country falling within the scope of the European Neighbourhood Policy, the Enlargement Policy, and the European Economic Area, the European Free Trade Association or the EU-UK Trade and Cooperation Agreement;

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

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

(e)'bottleneck' means a physical, technical, functional, operational or administrative barrier which leads to a system break affecting the continuity of long-distance or cross-border flows;

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

(g)'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 (1435 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;

(h)'infrastructure manager' means any body or undertaking that is responsible, in particular, for establishing or maintaining transport infrastructure, including the management of infrastructure control and safety systems;

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

(j)‘multimodal digital mobility services’ means services as defined in Article 4 of Directive (EU) […] on the framework for the deployment of Intelligent Transport Systems 33 ;

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

(l)‘multimodal passenger hub’ means a connection point between at least two transport modes for passengers, where travel information, access to public transport and transfers between modes, including Park and Ride stations and active modes, are ensured and which act as an interface between urban nodes and longer-distance transport networks;

(m)'multimodal 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 terminals in inland or maritime ports, along inland waterways, in airports as well as rail road terminals, including multimodal logistics platforms as referred to in Regulation (EU) 2021/1153;

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

(o)‘sustainable urban mobility plan’ (SUMP) means a document for strategic mobility planning, aiming at improving accessibility to and mobility within the functional urban area (including commuting zones) for people, businesses and goods;

(p)‘active modes’ means the transport of people or goods , through non-motorised means, based on human physical activity ; 

(q)’ICT systems for transport' means information and communications technology systems and applications using information, communication, navigation or positioning/localisation technologies, enabling to process, store and exchange the data and information needed to manage infrastructure, mobility and traffic on the trans-European transport network effectively, to report relevant information to authorities and to provide value-added services to citizens, shippers and operators, including systems for resilient, safe, secure, environmentally sound and capacity-efficient use of the network. They include systems, technologies and services referred to in points (r) to (x) and may also include on-board devices with corresponding infrastructure components;

(r)'intelligent transport system' (ITS) means a system as defined in Article 4(1) of Directive (EU) 2010/40/EU of the European Parliament and of the Council of 7 July 2010 on the framework for the deployment of Intelligent Transport Systems in the field of road transport and for interfaces with other modes of transport 34 ;

(s)'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 35 , and includes the integration of the national maritime information systems through SafeSeaNet;

(t)'River Information Services’ (RIS) means information and communication technologies on inland waterways as defined in Article 3, point (a) of Directive 2005/44/EC of the Parliament and of the Council 36 ;

(u)‘European Maritime Single Window environment’ (EMSWe) means the legal and technical framework for the electronic transmission of information in relation to reporting obligations for port calls in the Union, which consists of a network of maritime National Single Windows and other harmonised components as provided for in Regulation (EU) 2019/1239 of the European Parliament and of the Council 37 ;

(v)‘Air Traffic Management / Air Navigation Service System’ (ATM/ANS System) means systems and constituents used for the provision of air traffic management or air navigation services or both;

(w)'European Rail Traffic Management System' (ERTMS) means the system defined in the Annex, point 2.2, to the Commission Regulation (EU) 2016/919 38 ;

(x)'radio-based ERTMS’ means ERTMS of level 2 or level 3 that uses radio to pass movement authorities to the train pursuant to Commission Regulation (EU) 2016/919 39 ; 

(y)‘class B systems’ means train protection and voice radio legacy systems as defined in the Annex, point 2.2, to the Commission Regulation (EU) 2016/919;

(z)‘maritime port’ means an area of land and water made up of such infrastructure and equipment so as to permit, principally, the reception of waterborne vessels, their loading and unloading, the storage of goods, the receipt and delivery of those goods and the embarkation and disembarkation of passengers, crew and other persons and any other infrastructure necessary for transport operators within the port area;

(aa)    ‘short-sea shipping’ means the movement of cargo and passengers by sea between ports situated in geographical waters of Member States or between a port situated in waters of Member States and a port situated in waters of a neighbouring third country having a coastline on the enclosed seas bordering waters of the Union;

(ab)    ‘electronic freight transport information’ (eFTI) means the electronic communication of regulatory information between economic operators and competent authorities in accordance with Regulation (EU) 2020/1056 of the European Parliament and of the Council 40 ;

(ac)    ‘Single European Sky’ (SES) means the procedures established under Regulation (EC) No 549/2004 41 , (EC) 550/2004 42 , (EC) No 551/2004 43 , and (EU) No 2018/1139 44  of the European Parliament and of the Council to reinforce air traffic safety standards, to contribute to the sustainable development of the air transport system and to improve the overall performance of air traffic management and air navigation services for general air traffic;

(ad)    ‘vertiport’ means an area used for the landing and take-off of vertical take-off and landing (VTOL) aircrafts;

(ae)    ‘spaceport’ means an installation for testing and launching space crafts;

(af)    ‘SESAR project’ means a project of the Single European Sky ATM Research programme, the technological pillar of Europe’s Single European Sky (SES) framework;

(ag)    ’Europe’s Rail Project’ means a project of the Europe’s Rail Joint Undertaking, or its predecessor Shift2Rail;

(ah)    ‘European ATM Master Plan’ means the main planning tool for ATM modernisation defining the development and deployment priorities needed to deliver the SESAR, as endorsed by Council Decision 2009/320/EC 45 ;

(ai)    ‘rail freight governance’ means the governance bodies referred to in Article 8 of Regulation (EU) 913/2010;    

(aj)    ‘maintenance’ means activities that have to be undertaken routinely, periodically or in emergency situations in order to be able to use the asset over its expected service life cycle with the same level of service and safety, in line with this Regulation;    

(ak)    '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 of the European Parliament and of the Council 46 ;

(al)    ‘alternative fuels’ means alternative fuels as defined in Article 2(3) of Regulation (EU) […] [on the deployment of alternative fuels infrastructure];

(am)    ‘safe and secure parking area’ means a parking area accessible to drivers engaged in the carriage of goods or passengers, meeting the requirements of Article 8a (1) of Regulation (EC) No 561/2006 of the European Parliament and of the Council 47  and which has been certified in accordance with Union standards and procedures, pursuant to Article 8a (2) of that Regulation;

(an)    ‘weigh in motion system’ means an automatic system set up on the road infrastructure with the objective to identify vehicles or vehicle combinations in circulation that are likely to have exceeded the relevant weight limits, in accordance with Directive 96/53/EC of the European Parliament and of the Council 48 .

Article 4

Objectives of the trans-European transport network

1.The overall objective of the development of the trans-European network is to establish one multimodal Union wide network of high quality standards.   

2.The trans-European transport network shall strengthen the social, economic and territorial cohesion of the Union and contribute to the creation of a single European transport area which is sustainable, efficient and resilient and which increases the benefits for its users and supports inclusive growth. It shall demonstrate European added value by contributing to the objectives laid down in the following four categories:

(a)sustainability through:

(i)promotion of zero-emission mobility in line with the relevant Union CO2 reduction targets;

(ii)enabling greater use of more sustainable modes of transport, including by further developing a long-distance rail passenger network at high speed and a fully interoperable rail freight network, a reliable inland waterway and short-sea shipping network across the Union;

(iii)increased environmental protection;

(iv)reduction of external costs including those related to environment, health, congestion and accidents;

(v)greater energy security;  

(b)cohesion through:

(i)accessibility and connectivity of all regions of the Union, including outermost regions and other remote, insular, peripheral and mountainous regions as well as sparsely populated areas;

(ii)reduction of infrastructure quality gaps between Member States;

(iii)for both passenger and freight traffic, efficient coordination and interconnection between transport infrastructure for, on the one hand, long-distance traffic and, on the other, regional and local traffic and transport services in urban nodes;

(iv)a transport infrastructure that reflects the specific situations in different parts of the Union and provides for a balanced coverage of all European regions;

(c)efficiency through:

(i)the removal of infrastructure bottlenecks and the bridging of missing links, both within the transport infrastructures and at connecting points between these, within Member States' territories and between them;

(ii)the removal of functional, administrative, technical and operational interoperability bottlenecks, including gaps in digitalisation,

(iii)the interoperability of national, regional and local transport networks;

(iv)optimal integration and interconnection of all transport modes, including in urban nodes;

(v)the promotion of economically efficient, high-quality transport contributing to further economic growth and competitiveness;

(vi)more efficient use of new and existing infrastructure in operation;

(vii)cost-efficient application of innovative technological and operational concepts; 

(d)increasing the benefits for its users through:

(i)ensuring the accessibility for and meeting the mobility and transport needs of users, taking into account in particular the needs of people in situations of vulnerability, including persons with disabilities or reduced mobility and people living in remote regions, including the outermost regions and islands;

(ii)ensuring safe, secure and high-quality standards, including quality of services to the users, for both passenger and freight transport;

(iii)the establishment of infrastructure requirements, in particular in the field of interoperability, safety and security, which ensure quality, efficiency and sustainability of transport services which are accessible and affordable;

(iv)supporting mobility that is fit for the changing climate and resilient to natural hazards and human-made disasters, and ensures efficient and fast deployment of emergency and rescue services, including for persons with disabilities or reduced mobility;

(v)ensuring the resilience of infrastructure, in particular on cross-border sections;

(vi)offering alternative transport solutions, including on other modes, in case of network disturbances.

Article 5

Resource-efficient network and environmental protection 

1.The trans-European transport network shall be planned, developed and operated in a resource-efficient way, complying with the applicable Union and national environmental requirements, through:

(a)the development of new infrastructure, the improvement and maintenance of existing transport infrastructure, notably by including maintenance over the life-time of the infrastructure in the planning phase of construction or improvement of the infrastructure and by keeping the infrastructure operational;

(b)the optimisation of infrastructure integration and interconnection;

(c)the deployment of alternative fuels recharging and refuelling infrastructure;

(d)the deployment of new technologies and ICT systems for transport to preserve or improve the infrastructure performance;

(e)the optimisation of infrastructure use, in particular through efficient capacity and traffic management;

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

(g)the development of green, sustainable and climate resilient infrastructure designed to minimise the negative impact on the health of citizens living around the network, the environment and degradation of ecosystems;

(h)the adequate consideration of the resilience of the transport network and its infrastructure with regard to a changing climate as well as natural hazards and human-made disasters, as well as intentional disruptions with a view to addressing those challenges;

(i)the resilience of infrastructure, especially at cross-border sections, assuring to respond and recover rapidly from traffic disruptions. 

2.In planning and developing the trans-European transport network, Member States may adapt the detailed route alignment of sections within the limits indicated in Article 56(1), point (e), taking into account the particular circumstances in the various parts of the Union, such as topographical features of the regions concerned and environmental considerations while ensuring compliance with this Regulation.

3.The environmental assessment of plans and projects shall be carried out in accordance with Council Directive 92/43/EEC 49 , Directives 2000/60/EC 50 , 2001/42/EC 51 , 2002/49/EC 52 , 2009/147/EC 53 and 2011/92/EU of the European Parliament and of the Council 54 . For the projects of common interest for which the environmental assessment has not yet been carried out at the date of entry into force of this Regulation, it should also include the assessment of the compliance with the “do no significant harm” principle.

Article 6

Gradual development of the trans-European transport network

1.The trans-European transport network shall be gradually developed in three steps: the completion of a core network by 31 December 2030, of an extended core network by 31 December 2040 and the comprehensive network by 31 December 2050. This shall be achieved, in particular, by implementing a structure for that network with a coherent and transparent methodological approach, comprising a comprehensive network and a core and extended core network, with transport and urban nodes as connecting points between long distance traffic and the regional and local transport networks.

2.The comprehensive network shall consist of all existing and planned transport infrastructures of the trans-European transport network as well as measures promoting the efficient and socially and environmentally sustainable use of such infrastructure.

3.The core and extended core network shall consist of those parts of the trans-European transport network which shall be developed as a matter of priority for achieving the objectives for the development of the trans-European transport network.

Article 7

European Transport Corridors

The European Transport Corridors shall consist of the parts of the trans-European transport network which are of the highest strategic importance for the development of sustainable and multimodal freight and passenger transport flows in Europe and for the development of interoperable high quality infrastructure and operational performance.

Article 8

Projects of common interest

1.Projects of common interest shall contribute to the development of the trans-European transport network through the creation of new transport infrastructure, through the upgrading of the existing transport infrastructure or through measures promoting the resource-efficient use of the network.

2.A project of common interest shall:

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

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

(c)demonstrate European added value.

3.A project of common interest encompasses its entire cycle, including feasibility studies and permission procedures, construction, operation and evaluation.

4.Member States shall take all necessary measures to ensure that the projects are carried out in compliance with relevant Union and national law, in particular with Union legal acts on the environment, climate protection, safety, security, competition, state aid, public procurement, public health and accessibility as well as legislation on non-discrimination.

5.The Commission may require Member States by means of an implementing act to establish a single entity for the construction and management of cross-border infrastructure projects of common interest. The relevant European Coordinator shall have the status of observer in the management or supervisory board or in both of that single entity.

Article 9

Cooperation with third countries

1.The Union may cooperate with neighbouring countries in order to connect the trans-European transport network with their infrastructure networks with a view to enhancing economic growth and competitiveness, and in particular to:

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

(b)ensure the connection between the trans-European transport network and the transport networks of the third countries at border crossing points, in order to guarantee seamless traffic flows, border checks, border surveillance and other border control procedures;

(c)complete the transport infrastructure in third countries which serve as links between parts of the trans-European transport network in the Union;

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

(e)facilitate maritime transport and promote short-sea shipping routes with third countries;

(f)facilitate inland waterway transport with third countries;

(g)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;

(h)connect and implement ICT systems for transport in those countries.

2.Annex IV sets out indicative maps of the trans-European transport network extended to specific neighbouring countries, specifying where applicable a core and comprehensive network according to the criteria of this Regulation.

CHAPTER II

GENERAL PROVISIONS

Article 10

General provisions for the core network, the extended core network and the comprehensive network

1.The core network, the extended core network and the comprehensive network shall:

(a)be as specified in the maps in Annex I and in the lists in 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 and Chapters III and IV;

(d)constitute the basis for the identification of projects of common interest.

2.The core network and extended core network shall consist of those parts of the comprehensive network which shall be developed as a matter of priority for achieving the objectives of the trans-European transport network policy. References to ‘core network’ in Regulation (EU) 2021/1153 shall be construed as including ‘extended core network’ as defined in this Regulation. References to ‘core network’ in Regulation (EU) […] [on the deployment of alternative fuels infrastructure] shall be construed as references to ‘core network’ as defined in this Regulation. References to ‘comprehensive network’ in Regulation (EU) […] [on the deployment of alternative fuels infrastructure] shall be construed as references to ‘extended core network’ and ‘comprehensive network’ as defined in this Regulation.

3.The nodes of the network are set out in Annex II and include urban nodes, airports, maritime ports and inland ports, and rail road terminals.

4.Member States shall take the appropriate measures for the core network, the extended core network and the comprehensive network to be developed in order to comply with the relevant provisions of this Regulation by the dates specified in Article 6(1), unless specified otherwise in this Regulation.

Article 11

General provisions for the European Transport Corridors

1.The European Transport Corridors are as specified in the maps in Annex III.

2.Member States shall take the appropriate measures for the European Transport Corridors to be developed in order to comply with the provisions of this Regulation, by 31 December 2030 for their infrastructure which is part of the core network, unless specified otherwise, and by 31 December 2040 for their infrastructure which is part of the extended core network, unless specified otherwise.

3.The Commission is empowered to adopt delegated acts in accordance with Article 60 of this Regulation to amend the alignment of the European Transport Corridors in Annex III to this Regulation, in order to take into account, in particular, the development of major trade flows and traffic or substantial changes to the network.

Article 12

General priorities for the core, the extended core and the comprehensive network

1.In the development of the core, the extended core and the comprehensive network, general priority shall be given to measures that are necessary for:

(a)increasing freight and passenger transport activity of more sustainable modes of transport in view of a reduction of GHG emissions from transport;

(b)ensuring enhanced accessibility and connectivity for all regions of the Union while taking into consideration territorial and social cohesion as well as the specific case of the outermost regions and other remote, insular, peripheral and mountainous regions as well as sparsely populated areas; 

(c)ensuring optimal integration of the transport modes and interoperability between transport modes;

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

(e)deploying the necessary infrastructure which ensures a seamless circulation of zero-emission vehicles;

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

(g)keeping existing infrastructure operational and improving or maintaining its quality in terms of safety, security, efficiency of the transport system and transport operations, climate and disaster resilience, environmental performance, and the continuity of traffic flows;

(h)improving the quality of services and social conditions for transport workers, accessibility for all users, including persons with disabilities or reduced mobility and other people in situations of vulnerability;

(i)implementing and deploying ICT systems for transport.

2.In order to complement the measures set out in paragraph 1, particular consideration shall be given to measures that are necessary for:

(a)contributing to transport emission reduction and increased energy security by promoting the use of zero-emission vehicles and vessels and renewable and low-carbon fuels, through the deployment of corresponding alternative fuels infrastructure;

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

(c)removing administrative, technical and operational barriers, in particular to the interoperability of the trans-European transport network; 

(d)optimising the use of infrastructure, in particular through efficient capacity management, traffic management and increased operational performance.

Article 13

General priorities for the European Transport Corridors

In the development of the European Transport Corridors, general priority shall be given to measures that are necessary for:

(a)the development of a high performance and fully interoperable rail freight network across the Union;

(b)the development of a high performance rail passenger network, fully interoperable and at high speed, connecting urban nodes across the Union;

(c)the development of a seamless inland waterways, aviation and maritime infrastructure system;

(d)the development of a safe and secure road network, with sufficient alternative fuel infrastructures;

(e)the development of improved multimodal and interoperable transport solutions;

(f)the intermodal integration of the entire logistic chain, interconnecting efficiently in the transport and urban nodes;

(g)the deployment of the necessary infrastructure which ensures a seamless circulation of zero-emission vehicles.

CHAPTER III

SPECIFIC PROVISIONS

SECTION 1

Railway transport infrastructure  

Article 14

Infrastructure components

1.Railway transport infrastructure shall comprise, in particular:

(a)railway lines, including:

(i) tracks;

(ii) points;

(iii) level crossings;

(iv) sidings;

(v) tunnels;

(vi) bridges;

(vii) infrastructure mitigating impact on environment;

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

(c)rail service facilities other than passenger stations as defined in Article 3(11) of Directive 2012/34/EU of the European Parliament and of the Council 55 , in particular marshalling yards, train formation facilities, shunting facilities, storage sidings, maintenance facilities, other technical facilities like cleaning and washing facilities, relief facilities and refuelling facilities; it also includes automatic gauge-changing facilities for rail;

(d)the rail access routes and last mile rail connections to multimodal freight terminals connected by rail, including in inland and maritime ports and airports, and rail service facilities; 

(e)trackside control-command signalling;

(f)trackside energy infrastructure;

(g)associated equipment;

(h)ICT systems for transport.  

2.The technical equipment associated with railway lines may include electrification systems, equipment for the boarding and alighting of passengers and the loading and unloading of cargo in stations and terminals, as well as innovative technologies in their deployment phase.

Article 15

Transport infrastructure requirements for the comprehensive network

1.Member States shall ensure that the railway infrastructure of the comprehensive network:

(a)complies with Directive (EU) 2016/797 of the European Parliament and of the Council 56 and its implementing measures in order to achieve the interoperability of the comprehensive network;

(b)complies with the requirements of the technical specifications for interoperability (TSIs) adopted pursuant to Articles 4 and 5 of Directive (EU) 2016/797, under the procedure provided for in Article 7(1), points (b), (c), (d) and (e) of that Directive;

(c)complies with the requirements laid down in as defined in Regulation (EU) […] [on the deployment of alternative fuels infrastructure].

2.Member States shall ensure that the railway infrastructure of the comprehensive network, including connections referred to in Article 14(1), point (d), by 31 December 2050:

(a)is fully electrified as regards line tracks and, to the extent necessary for electric train operations, as regards sidings;

(b)provides for a nominal track gauge for new railway lines of 1435 mm, except where the new line is an extension on a network the track gauge of which is different and detached from the main rail lines in the Union;

(c)enables, without special permission, an axle load of at least 22.5 tons;

(d)enables, without special permission, the operation of freight trains with a train length of at least 740 m (including the locomotive(s)). This requirement is met if at least the following conditions are complied with:

(i) on double track lines, at least 50% of the train paths for freight trains, and not less than two train paths per hour and direction, can be allocated to freight trains with a length of at least 740 m;

(ii) on single track lines, at least one train path per two hours and direction can be allocated to freight trains with a length of at least 740 m;

(e)provides a standard of at least P400 in accordance with item 1.1.1.1.3.5 of Table 1 in the Annex to Commission Implementing Regulation (EU) 2019/777 57 , without any additional requirement for special permission to operate services. 

3.The following exemptions apply:

(a)isolated networks are exempted from the requirements under paragraph 2, points (a), (c), (d) and (e);

(b)at the request of a Member State, in duly justified cases, other exemptions may be granted by the Commission by means of implementing acts in respect of the requirements referred to in paragraph 2. Any request for exemption shall be based on a socio-economic cost-benefit analysis and an assessment of the impact on interoperability. An exemption shall comply with the requirements of Directive (EU) 2016/797 of the European Parliament and of the Council 58 , be coordinated and agreed with the neighbouring Member State(s) where applicable.  

Article 16

Transport infrastructure requirements for the core network and the extended core network

1.Member States shall ensure that the railway infrastructure of the core network and the extended core network complies with Article 15(1).

2.Member States shall ensure that the railway infrastructure of the extended core network, including connections referred to in Article 14(1), point (d), by 31 December 2040:

(a)meets the requirements set out in Article 15(2), points (a) to (e), and of a prevailing minimum operational line speed of 100 km/h for freight trains on the freight lines of the extended core network;  

(b)meets the requirements set out in Article 15(2), points (a) and (b), on the passenger lines of the extended core network;

(c)allows for a prevailing minimum line speed of 160 km/h for passenger trains on the passenger lines of the extended core network;

When constructing or upgrading a passenger line of the extended core network or sections thereof, Member States shall perform a study to analyse the feasibility and economic relevance of higher speeds, and build or upgrade the line to such higher speed where its feasibility and economic relevance are demonstrated.

3.Member States shall ensure that the railway infrastructure of the core network, including connections referred to in Article 14(1), point (d), by 31 December 2030:

(a)meets the requirements set out in Article 15(2), points (a) to (d), and of a prevailing minimum operational line speed of 100 km/h for freight trains on the freight lines of the core network;   

(b)meets the requirements set out in Article 15(2), points (a) and (b), on the passenger lines of the core network;

4.Member States shall ensure that the railway infrastructure of the core network, including connections referred to in Article 14(1), point (d), by 31 December 2040:

(a)meets the requirement of Article 15(2), point (e), on the freight lines on the core network;  

(b)meets the requirement of paragraph 2, point (c), on the passenger lines of the core network.

5.The following exemptions apply:

(a)isolated networks are exempted from the requirements under paragraph 2, 3 and 4;

(b)at the request of a Member State, in duly justified cases, other exemptions may be granted by the Commission by means of implementing acts in respect of the requirements referred to in paragraphs 2 to 4. Any exemption shall be based on a socio-economic cost-benefit analysis and an assessment of the impact on interoperability. An exemption shall comply with the requirements of Directive (EU) 2016/797, be coordinated and agreed with the neighbouring Member State(s) where applicable.

Article 17

The European Rail Traffic Management System

1.Member States shall ensure that on the railway infrastructure of the extended core network and the comprehensive network, including connections referred to in Article 14(1), point (d), by 31 December 2040:

(a)ERTMS is equipped;  

(b)class B systems are decommissioned.

2.Member States shall ensure that the railway infrastructure of the core network, including connections referred to in Article 14(1), point (d), by 31 December 2030 meets the requirements of paragraph 1, point (a).

3.Member States shall ensure that the railway infrastructure of the core network, including connections referred to in Article 14(1), point (d), by 31 December 2040 meets the requirement of paragraph 1, point (b). 

4.Member States shall ensure that the railway infrastructure of the core network, the extended core network and the comprehensive network, including connections referred to in Article 14(1), point (d), is equipped with radio-based ERTMS by 31 December 2050.

5.Member States shall ensure that on the railway infrastructure of the core network, the extended core network and the comprehensive network, including connections referred to in Article 14(1), point (d), as of 31 December 2025, in case of construction of a new line or upgrade of the signalling system, radio-based ERTMS is being deployed.

6.At the request of a Member State, in duly justified cases, exemptions may be granted by the Commission by means of implementing acts in respect of requirements referred to in paragraphs 1 to 5. Any request for exemption shall be based on a socio-economic cost-benefit analysis and an assessment of the impact on interoperability. An exemption shall comply with the requirements of Directive (EU) 2016/797 of the European Parliament and of the Council 59 , be coordinated and agreed with the neighbouring Member State(s) where applicable.  

Article 18

Operational requirements for the European Transport Corridors

1.Member States shall ensure that, by 31 December 2030, the quality of services provided by infrastructure managers to railway undertakings, technical and operational requirements for infrastructure use and procedures related to border controls do not prevent the operational performance of rail freight services along the rail freight lines of the European Transport Corridors from meeting the following target values:

(a)for each internal Union cross-border section, the dwelling time of all freight trains crossing the border does not exceed 15 minutes on average. Dwelling time of a train on a cross-border section means the total additional transit time that can be attributed to the existence of the border crossing, irrespective of the underlying causes, such as police border controls and procedures or considerations of infrastructural, operational, technical and administrative nature, without taking into account the time that cannot be attributed to the border crossing, such as operational procedures carried out in facilities located in the proximity of the border crossing but not intrinsically related to it;

(b)at least 90% of the freight trains crossing at least one border of a European Transport Corridor arrive at their destination, or at the external Union border if their destination is outside the Union, at their scheduled time or with a delay of less than 30 minutes.

2.Member States shall modify, as appropriate, contractual agreements referred to in Article 30 of Directive 2012/34/EU and take appropriate measures in accordance with Regulation (EU) No 913/2010 to meet the target values set out in points (a) and (b) of the first paragraph.

Article 19

Additional priorities for railway infrastructure development

In the promotion of projects of common interest related to railway infrastructure, and in addition to the general priorities set out in Articles 12 and 13, attention shall be given to the following:

(a)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;

(b)improving the safety of level crossings;

(c)where appropriate, connecting railway transport infrastructure with inland waterway port infrastructure;

(d)subject to socio-economic costs and benefits analysis, developing of infrastructure for train length above 740 m and up to 1500 m and 25.0 t axle load when constructing and modernising railway lines relevant for freight traffic;

(e)developing and deploying innovative technologies for railways, building in particular on the work of the Shift2Rail and Europe’s Rail Joint Undertakings, notably automatic train operation, advanced traffic management, and digital connectivity for passengers based on ERTMS and digital automatic couplings as well as 5G connectivity; 

(f)when building or upgrading railway infrastructure, ensure the continuity and accessibility of pedestrian and cycling paths in order to promote the active modes of transport;

(g)developing innovative alternative fuels technologies for railways, such as hydrogen for sections that are exempted from the electrification requirement. 

SECTION 2

Inland waterways transport infrastructure

Article 20

Infrastructure components

1.Inland waterways infrastructure shall comprise, in particular:

(a)rivers;

(b)canals;

(c)lakes;

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

(e)access waterways and last mile connections to multimodal freight terminals connected by inland waterways, in particular in inland and maritime ports;

(f)mooring and rest places;

(g)inland ports, including basic port infrastructure in the form of internal basins, quay walls, berths, jetties, docks, dykes, backfills, land reclamation and the infrastructure necessary for transport operations within the port area and outside the port area;

(h)associated equipment;

(i)ICT systems for transport, including RIS;

(j)the connections of the inland ports to the other modes in the trans-European transport network;

(k)infrastructure related to facilities for alternative fuels as defined in Regulation (EU) […] [on the deployment of alternative fuels infrastructure];

(l)infrastructure necessary for zero waste operations and circular economy measures.

2.Equipment associated with inland waterways may include equipment for the loading and unloading of cargos and storage of goods in inland ports. Associated equipment may include, in particular, propulsion and operating systems which reduce pollution, such as water and air pollution, energy consumption and carbon intensity. It may also include waste reception facilities, shore-side electricity power supply and other alternative fuels infrastructure for supply and generation and used oil collection facilities, as well as equipment for ice-breaking, hydrological services and dredging of the fairway, port and port approaches to ensure year-round navigability.

3.An inland port shall be part of the comprehensive network where it meets the following conditions:  

(a)it has an annual freight transhipment volume exceeding 500,000 tonnes. The total annual freight transhipment volume shall be based on the latest available three-year average, based on the statistics published by Eurostat;

(b)it is located on the inland waterway network of the trans-European transport network.

Article 21

Transport infrastructure requirements for the comprehensive network

1.Member States shall ensure that inland ports on the comprehensive network, by 31 December 2050:

(a)will be connected with the road or rail infrastructure;

(b)offer at least one multimodal freight terminal open to all operators and users in a non-discriminatory way and which shall apply transparent and non-discriminatory charges;

(c)are equipped with facilities to improve the environmental performance of vessels in ports, including reception facilities, degassing facilities, noise reduction measures, measures to reduce air and water pollution.

2.Member States shall ensure that alternative fuels infrastructure is deployed in inland ports in compliance with the requirements of Regulation (EU) […] [on the deployment of alternative fuels infrastructure].

Article 22

Transport infrastructure requirements for the core network

1.Member States shall ensure that the inland ports of the core network meet the requirements set out in Article 21(1), points (a) and (b), by 31 December 2030 and in Article 21(1), points (c), by 31 December 2040.

2.Member States shall ensure that the inland waterway network, including connections referred to in Article 20(1), point (e), is maintained to enable efficient, reliable and safe navigation for users by ensuring minimum waterway requirements and levels of service and by preventing the deterioration of these minimum requirements or any of its defined underlying criteria (Good Navigation Status).

3.Member States shall in particular ensure that:

(a)Rivers, canals, lakes, inland ports and their access routes provide a navigable channel depth of at least 2.5 m and a minimum height under non-openable bridges of at least 5.25 m at defined reference water levels, which are exceeded at a defined number of days per year on a statistical average.

The reference water levels shall be established on the basis of the number of days per year on which the actual water level exceeded the specified reference water level. The Commission shall adopt implementing acts specifying the reference water levels referred to in the previous subparagraph per river basin. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 59(3).

When specifying the reference water levels the Commission shall take into account the requirements which are set out in international conventions and in agreements concluded between Member States.

(b)Member States shall publish on a website accessible to the public the number of days per year as referred to under point (a) during which the actual water level exceeds or does not achieve the specified reference water level for navigation channel depth as well as the average waiting times at each lock; 

(c)operators of locks shall ensure that locks are operated and maintained in such a way that waiting times are minimised;

(d)rivers, canals and lakes are equipped with RIS for all services according to Directive 2005/44/EC 60 , so as to guarantee real-time information to users across borders.

4.At the request of a Member State, in duly justified cases, exemptions from the minimum requirements referred to in paragraph (3), point (a), may be granted by the Commission by means of implementing acts. Any request for exemption shall be based on a socio-economic cost-benefit analysis, the assessment of specific geographic or significant physical constraints and/or of potential negative impacts on environment and biodiversity.

Deterioration of the minimum requirements caused by direct human action or by lack of diligence in the maintenance of the inland waterway network shall not be considered as a case justifying the granting of an exemption.

Member States may be granted an exemption in case of force majeure. Member States shall rehabilitate the navigability conditions to the previous status as soon as the situation allows for it.

Any request for exemption shall be coordinated and agreed with the neighbouring Member State(s) where applicable.

5.The Commission shall adopt implementing acts setting out requirements complementing the minimum requirements established in accordance with paragraph (3), point (a), second subparagraph, per river basin. These requirements may be related in particular to:

(a)complementary parameters for waterways specific for free flowing rivers;

(b)specifications for inland waterway infrastructure;

(c)specifications for infrastructure of inland ports;

(d)appropriate mooring places and services for commercial users;

(e)deployment of alternative energy infrastructure to ensure corridor-wide access to alternative fuels;

(f)requirements for digital applications of the network and automation processes;

(g)resilience of the infrastructure to climate change, natural hazards and human-made disasters or intentional disruptions;

(h)introduction and promotion of new technologies and innovation for zero-carbon energy fuels and propulsion systems.

The implementing act referred to in the first subparagraph shall be adopted in accordance with the examination procedure referred to in Article 59(3).

6.The Commission shall ensure a coherent approach on the application of the good navigation status in the Union and may adopt guidelines thereto. When establishing minimum requirements for paragraphs (e) and (f), the Commission shall ensure that the interoperability between river basins is not compromised.

Article 23

Additional priorities for inland waterway infrastructure development

In the promotion of projects of common interest related to inland waterway infrastructures, and in addition to the general priorities set out in Articles 12 and 13, attention shall be given to the following:

(a)where appropriate, achieving higher standards for modernising existing waterways and for creating new waterways, in order to meet market demands;

(b)prevention and mitigation measures against flooding and droughts;

(c)the promotion of sustainable, safe and secure inland waterway transport, including within urban nodes;

(d)modernisation and expansion of the capacity of the infrastructure necessary for transport operations within as well as outside the port area;

(e)promoting and developing measures to improve the environmental performance of inland waterway transport and transport infrastructure, including zero and low emission vessels and measures to mitigate impacts on water bodies and water-dependent biodiversity, in accordance with the applicable requirements under Union law or relevant international agreements.

SECTION 3

Maritime transport infrastructure and the European Maritime Space

Article 24

Infrastructure components

1.The European Maritime Space connects and integrates the maritime components described in paragraph 2 with the landside network through the creation or upgrading of short-sea shipping routes between two or more maritime ports on the Union territory or between one or more port(s) on the Union territory and a port on the territory of a neighbouring third country having a coastline on the enclosed seas bordering waters of the Union, and through the development of maritime ports on the Union territory and their hinterland connections to provide an efficient, viable and sustainable integration with other modes of transport. 

2.The European Maritime Space consists of:

(a)the maritime transport infrastructure within the port area of the core and comprehensive network;

(b)wider benefit actions that are not linked to specific ports and that benefit the European Maritime Space and the maritime industry widely, such as support to activities ensuring year-round navigability (icebreaking), ICT systems for transport and hydrographic surveys.

3.Maritime transport infrastructure referred to in point (a) of paragraph 2 shall comprise, in particular:

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

(b)basic port infrastructure such as internal basins, quay walls, berths, jetties, docks, dykes, backfills and land reclamation;

(c)sea canals;

(d)navigational aids;

(e)port approaches, fairways and locks;

(f)breakwaters;

(g)the connections of the ports to the trans-European transport network of the other modes of transport;

(h)ICT systems for transport, including EMSWe and VTMIS;

(i)infrastructure related to facilities for alternative fuels as defined in Regulation (EU) […] [on the deployment of alternative fuels infrastructure];

(j)associated equipment, which may include, in particular, equipment for traffic and cargo management, for the reduction of negative effects on the environment, for improving energy efficiency, for the reduction of noise, and for the use of alternative fuels, as well as equipment to ensure year-round navigability, including ice-breaking, hydrological surveys, and for capital dredging and protection of the port and port approaches;

(k)infrastructure necessary for zero waste operations and circular economy measures.

4.A maritime port shall be part of the comprehensive network where at least one of the following conditions is met:

(a)its 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)its 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)it is located on an island and provides the sole point of access to a NUTS 3 region in the comprehensive network;

(d)it 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.

Article 25

Transport infrastructure requirements for the comprehensive network

1.Member States shall ensure that:

(a)alternative fuels infrastructure is deployed in maritime ports of the comprehensive network in full compliance with the requirements of Regulation (EU) […] [on the deployment of alternative fuels infrastructure];  

(b)maritime ports of the comprehensive network are equipped with the necessary infrastructure to improve the environmental performance of ships in ports, among others reception facilities for the delivery of waste from ships in accordance with Directive (EU) 2019/883 of the European Parliament and of the Council 61 ;

(c)VTMIS and SafeSeaNet are implemented in accordance with Directive 2002/59/EC;

(d)maritime national single windows are implemented in accordance with the Regulation (EU) 2019/1239.

2.Member States shall ensure that, by 31 December 2050:

(a)maritime ports of the comprehensive network will be connected with the rail and road infrastructure and, where possible, inland waterways, except where specific geographic or significant physical constraints prevent such connection;

(b)any maritime port of the comprehensive network that serves freight traffic offers at least one multimodal freight terminal which is open to all operators and users in a non-discriminatory way and which applies transparent and non-discriminatory 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 waterways that meet the requirements of Article 22; 

(d)maritime ports of the comprehensive network connected to inland waterways are equipped with dedicated handling capacity for inland waterway vessels.

3.At the request of a Member State, in duly justified cases, exemptions from the minimum requirements referred to in paragraph (2), may be granted by the Commission by means of implementing acts. Any request for exemption shall be based on a socio-economic cost-benefit analysis, the assessment of specific geographic or significant physical constraints and/or of potential negative impacts on environment and biodiversity.

Article 26

Transport infrastructure requirements for the core network

1.Member States shall ensure that the maritime transport infrastructure of the core network complies with Article 25(1).

2.Member States shall ensure that the maritime transport infrastructure of the core network meets the requirements set out in Article 25(2) by 31 December 2030.

3.At the request of a Member State, in duly justified cases, exemptions from the minimum requirements referred to in paragraph (2), may be granted by the Commission by means of implementing acts. Any request for exemption shall be based on a socio-economic cost-benefit analysis, the assessment of specific geographic or significant physical constraints and/or of potential negative impacts on environment and biodiversity.

Article 27

Additional priorities for maritime infrastructure development

In the promotion of projects of common interest related to maritime infrastructure, and in addition to the priorities set out in Articles 12 and 13, attention shall be given to the following:

(a)upgrading maritime access, such as breakwaters, sea channels, fairways, locks, capital dredging and navigational aids;

(b)construction or upgrading basic port infrastructure, such as internal basins, quay walls, berths, jetties, docks, dykes, backfills and land reclamation;

(c)improvement of digitalisation and automation processes, in particular in view of an increased safety, security and sustainability;

(d)introduction and promotion of new technologies and innovation for zero and low carbon energy fuels and propulsion systems;

(e)improve the resilience of the logistic chains and international maritime trade, including in relation to climate adaptation;

(f)noise reduction and energy efficiency measures;

(g)promoting zero and low emission vessels serving and operating short-sea shipping links, and developing measures to improve the environmental performance of maritime transport for port call or supply chain optimisation in accordance with the applicable requirements under Union law or relevant international agreements.

SECTION 4

Road transport infrastructure

Article 28

Infrastructure components

1.Road transport infrastructure shall comprise, in particular:

(a)roads including:

(i) bridges;

(ii) tunnels;

(iii) junctions;

(iv) crossings;

(v) interchanges;

(vi) hard shoulders;

(vii) parking and rest areas, including safe and secure parking areas for commercial vehicles;

(viii) weigh in motion systems;

(ix) infrastructure related to facilities for alternative fuels in full compliance with the requirements of Regulation (EU) […] [on the deployment of alternative fuels infrastructure];

(x) infrastructure mitigating impact on environment;

(b)associated equipment;

(c)ICT systems for transport;

(d)access routes and last mile connection to multimodal freight terminals;

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

(f)bus terminals.

2.The roads referred to in point (a) of paragraph 1 are those which play an important role in long-distance freight and passenger traffic, integrate the main urban and economic centres and interconnect with other transport modes.

3.Equipment associated with roads may include, in particular, equipment for traffic management, information and route guidance, for the levying of tolls or user charges, for safety, for reducing negative environmental effects, for refuelling or recharging of vehicles with alternative propulsion, and for safe and secure parking areas for commercial vehicles.

Article 29

Transport infrastructure requirements for the comprehensive network

1.Member States shall ensure that:

(a)the safety of road transport infrastructure is ensured, monitored and, when necessary, improved in accordance with Directive 2008/96/EC of the European Parliament and of the Council 62 ;

(b)the roads are designed, built or upgraded and maintained with the highest level of safety of traffic through, in particular, the implementation of the latest technologies;

(c)the roads are designed, built or upgraded and maintained with the highest level of environmental protection, including as appropriate through low noise road surfaces and the collection, treatment and release of water run-off;

(d)road tunnels over 500 m in length comply with Directive 2004/54/EC of the European Parliament and of the Council 63 ;

(e)where applicable, the interoperability of toll collection systems is ensured in accordance with Directive (EU) 2019/520 of the European Parliament and of the Council 64 and with Commission Implementing Regulation C/2019/9080 65 and Commission Delegated Regulation C/2019/8369 66 ;

(f)where applicable, the tolls or user charges are levied in accordance with Directive 1999/62/EC of the European Parliament and of the Council 67 ;

(g)any intelligent transport system on road transport infrastructure complies with Directive (EU) […] on the framework for the deployment of Intelligent Transport Systems and is deployed in a manner consistent with delegated acts adopted under that Directive 68 ;

(h)alternative fuels infrastructure is deployed on the road network in full compliance with the requirements of Regulation (EU) […] [on the deployment of alternative fuels infrastructure].

2.Member States shall ensure that by 31 December 2050 the road infrastructure of the comprehensive network meets the following requirements:

(a)the road is specially designed, built or upgraded for motor traffic and:

(i)provides, except at special points or temporarily, separate carriageways for the two directions of traffic, separated from each other by a dividing strip not intended for traffic or, exceptionally, by other means;

(ii)does not cross at grade with any road, railway or tramway track, bicycle path or footpath; and

(iii)does not serve properties bordering on it.

(b)rest areas are available at a maximum distance of 60 km from each other, providing sufficient parking space, safety and security equipment, and appropriate facilities, including sanitary facilities, that meet the needs of a diverse workforce;

(c)safe and secure parking areas are available at a maximum distance of 100 km from each other, providing a sufficient parking space for commercial vehicles and complying with the requirements set out in Article 8(1), point (a), of Regulation (EU) 2020/1054 69 ;

(d)weigh in motion systems are installed at a maximum distance of 300 km from each other. Weigh in motion systems shall allow the identification of vehicles and vehicle combinations that are likely to have exceeded the maximum authorised weights set out in Directive 96/53/EC.

3.Member States shall ensure, by 31 December 2030, the deployment or use of the means to detect safety-related events or conditions, and collection of the relevant road traffic data, for the purpose of providing road safety-related minimum universal traffic information as defined in Commission Delegated Regulation 886/2013 70 .

4.At the request of a Member State, in duly justified cases, exemptions from the requirement set out in paragraph 2, point (a), may be granted by the Commission by means of implementing acts, in particular where the traffic density does not exceed 10,000 vehicles per day in both directions, or when there are specific geographic or significant physical constraints, as long as an appropriate level of safety is ensured. Any request for exemption shall be based on a socio-economic cost-benefit analysis, the assessment of specific geographic or significant physical constraints and/or of potential negative impacts on environment and biodiversity of the investments. 

Article 30

Transport infrastructure requirements for the core network and extended core network

1.Member States shall ensure that the road infrastructure of the core network and extended core network complies with Article 29(1).

2.Member States shall ensure that the road infrastructure of the core network and extended core network meets the requirements set out in Article 29(2), points (a), (c) and (d), by 31 December 2040.

3.Member States shall ensure that the road infrastructure of the core network and extended core network meets the requirements set out in Article 29(2), point (b), by 31 December 2030.

4.Member States shall ensure that the road infrastructure of the core network meets the requirements set out in Article 29(3) by 31 December 2025.

5.At the request of a Member State, in duly justified cases, exemptions from the requirement set out in Article 29 (2), point (a), may be granted by the Commission by means of implementing acts, in particular where the traffic density does not exceed 10,000 vehicles per day in both directions, or when there are specific geographic or significant physical constraints, as long as an appropriate level of safety is ensured. Any request for exemption shall be based on a socio-economic cost-benefit analysis, the assessment of specific geographic or significant physical constraints and/or of potential negative impacts on environment and biodiversity of the investments.

Article 31

Additional priorities for road infrastructure development

In the promotion of projects of common interest related to road infrastructure, and in addition to the general priorities set out in Articles 12 and 13, attention shall be given to the following:

(a)improvement and promotion of road safety, taking into account the needs of vulnerable users and road users in all their diversity, in particular persons with reduced mobility;

(b)mitigation of congestion on existing roads, in particular through intelligent traffic management, including dynamic congestion charges or tolls varied based on the time of day, week or season;

(c)introduction of innovative technologies to improve the control of compliance with the Union road transport legal framework, including smart and automated enforcement tools and 5G communication infrastructure;

(d)when building or upgrading road infrastructure, ensure the continuity and accessibility of pedestrian and cycling paths in order to promote the active modes of transport.

SECTION 5

Air transport infrastructure

Article 32

Infrastructure components

1.Air transport infrastructure shall comprise, in particular:

(a)air space, routes and airways;

(b)airports, including the infrastructure and equipment necessary for ground and transport operations within the airport area, vertiports and spaceports;

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

(d)ATM/ANS Systems and associated equipment, including space-based equipment;

(e)infrastructure related to alternative fuels, and electricity supply to stationary aircraft as defined in Regulation (EU) […] [on the deployment of alternative fuels infrastructure];

(f)infrastructure for the on-site production of alternative fuels and improving energy efficiency and reducing climate, environmental and noise emissions of airports or of associated airport operations such as ground-handling services, aircraft operations and passenger ground transport;

(g)infrastructure used for separate waste collection, waste prevention and activities in the area of circular economy.

2.An airport shall be part of the comprehensive network, where it meets at least one of the following conditions:

(a)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; 

(b)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 where there is a high-speed railway line in the region in which it is situated.

The total annual passenger volume and the total annual cargo volume are based on the latest available three-year average, based on the statistics published by Eurostat.

Article 33

Transport infrastructure requirements for the core and comprehensive network

1.Member States shall ensure that:

(a)the airports of the core network are connected with the long-distance rail network, including the high-speed rail network, and road transport infrastructure of the trans-European transport network by 31 December 2030, except where specific geographic or significant physical constraints prevent such connections;

(b)the airports of the comprehensive network with a total annual passenger traffic volume of more than four million passengers are connected with the long-distance railway network, including with the high-speed rail network, and road transport infrastructure of the trans-European transport network by 31 December 2050, except where specific geographic or significant physical constraints prevent such connections;

(c)any airport located on their territory offers at least one terminal which is open to all operators and users in a non-discriminatory way and which shall apply transparent, and non-discriminatory charges;

(d)common basic standards for safeguarding civil aviation against acts of unlawful interference, as adopted by the Union in accordance with Regulation (EC) No 300/2008 of the European Parliament and of the Council 71 , apply to the air transport infrastructure;

(e)infrastructure for air traffic management is such as to permit the implementation of the Single European Sky, in accordance with Regulation (EC) No 549/2004, (EC) No 550/2004, (EC) No 551/2004 and (EU) No 2018/1139, of air transport operations, in order to improve the performance and sustainability of the European aviation system, of implementing rules and of Union specifications;

(f)alternative fuels infrastructure is deployed in airports in full compliance with the requirements as defined in Regulation (EU) […] [on the deployment of alternative fuels infrastructure];

(g)air transport infrastructure provides for pre-conditioned air supply to stationary aircraft.

2.At the request of a Member State, the Commission may, in duly justified cases, grant exemptions by means of implementing acts in respect of the requirements set out in paragraph 1, points (a), (b), (c) and (g). Any request for exemption shall be based on a socio-economic cost-benefit analysis or related to the specific geographic or significant physical constraints, including the non-existence of a railway system on the territory.

Article 34

Additional priorities for air transport infrastructure development

In the promotion of projects of common interest related to air transport infrastructure, and in addition to the priorities set out in Articles 12 and 13, attention shall be given to the following:

(a)increasing airport energy and operational efficiency;

(b)supporting the implementation of the Single European Sky and of interoperable systems, in particular those developed by the SESAR project in accordance with the European ATM Master Plan;

(c)improvement of digitalisation and automation processes, in particular in view of an increased safety and security;

(d)improving multimodal interconnections between airports and infrastructure of other transport modes, and between airports and urban nodes where appropriate;

(e)improving sustainability and mitigating climate, environmental and noise impacts, in particular by introducing new technologies and innovation, alternative fuels, zero- and low emission aircraft and zero and low carbon infrastructure.

SECTION 6

Infrastructure for multimodal freight terminals

Article 35

Identification of the multimodal freight terminals

1.The multimodal freight terminals of the trans-European transport network are terminals that are:  

(a)located in the maritime ports of the trans-European transport network, as listed in Annex II;

(b)located in the inland ports of the trans-European transport network, as listed in Annex II;

(c)located within or in the vicinity of an urban node;

(d)classified as rail road terminals of the trans-European transport network, as listed in Annex II.

2.Member States shall ensure that there is sufficient multimodal freight terminal capacity serving the trans-European transport network, meeting current and future traffic flows, in particular flows serving urban nodes, industrial centres, ports and logistics hubs.

3.Within two years after the entry into force of this Regulation, Member States shall conduct a market and prospective analysis on multimodal freight terminals on their territory. This analysis shall at least:

(a)examine the current and the future traffic flows of freight, including traffic flows of freight transported by road;

(b)identify the existing multimodal freight terminals of the trans-European transport network on their territory, and assess the need for new multimodal freight terminals or additional transhipment capacity in existing terminals;

(c)analyse how to ensure adequate distribution of multimodal freight terminals with adequate transhipment capacity in order to meet the needs identified in point (b). This shall take into account the terminals located in border areas of neighbouring Member States.

Member States shall consult shippers, transport and logistics operators which operate on their territory. They shall take into account the results of the consultation in their analysis.

4.On the basis of the analysis under paragraph 3, Member States shall elaborate an action plan for the development of a multimodal freight terminal network. The results of the analysis and the action plan shall be submitted to the Commission no later than six months after finalising the analysis, together with a list of rail road terminals which the Member State proposes to add in Annexes I and II.

5.A rail road terminal shall be part of the trans-European transport network and listed in Annexes I and II where at least one of the following conditions is met:

(a)its 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)it is the main rail road terminal designated by the Member State for a NUTS 2 region, where there is no rail road terminal complying with point (a) in that NUTS 2 region,

(c)it is proposed by the Member State in accordance with paragraph 4.

Article 36

Infrastructure components

Multimodal freight terminals shall comprise, in particular:

(a)infrastructure interconnecting the different modes of transport within a terminal area and its vicinity; 

(b)equipment such as cranes, conveyors or other transhipment devices to move freight between different transport modes and for the positioning and storage of freight;

(c)dedicated areas such as gate area, intermediate buffer and waiting area, transhipment area and driving or loading lanes;

(d)ICT systems relevant for efficient terminal operations such as those that facilitate infrastructure capacity planning, transport operations, connections between the modes, and transhipment;

(e)infrastructure related to facilities for alternative fuels.

Article 37

Transport infrastructure requirements

1.Member States shall ensure in a fair and non-discriminatory manner that multimodal freight terminals referred to in Article 35(1):

(a)are connected to the modes of transport which are available in the area, where feasible, unless not justified in socio-economic cost-benefit terms;

(b)are equipped with at least one recharging station as defined in Article 2, point (43), of Regulation (EU) […] [on the deployment of alternative fuels infrastructure] dedicated to serve heavy-duty vehicles, by 31 December 2030;

(c)are equipped with digital tools to ensure by 31 December 2030:

(i)efficient terminal operations such as photogates, terminal operation system, driver digital check-in/check-out, cameras or other sensors on transhipment equipment as well as railside camera systems;

(ii)the provision of information flows within a terminal and between the transport modes along the logistic chain and the terminal.

2.Member States shall ensure in a fair and non-discriminatory manner that multimodal freight terminals referred to in Article 35(1) and which are connected to the rail network, by 31 December 2030, are able to handle all types of intermodal loading units if they are classified as intermodal terminals and if they carry out vertical transhipment. 

3.Member States shall ensure in a fair and non-discriminatory manner that multimodal freight terminals referred to in Article 35(1) and which are connected to the rail network, by 31 December 2040, are able to accommodate 740 m long trains without manipulation or, if this is not economically viable, that adequate measures are taken to improve the operational efficiency of accommodating 740 m long trains, such as extension and electrification of departure and arrival sidings, adjustments to signalling systems and improvements to the track configuration.

4.Member States shall ensure in a fair and non-discriminatory manner that all multimodal freight terminals referred to in Article 35(1) and which are connected to the rail network, by 31 December 2050 are able to handle any 740 m long train without manipulation.

5.At the request of a Member State, in duly justified cases, exemptions from the obligations under paragraphs 1 to 4 may be granted by the Commission by means of implementing acts where investment in infrastructure cannot be justified in socio-economic cost-benefit terms, in particular when the terminal is located in a spatially restricted area. 

Article 38

Additional priorities for multimodal transport infrastructure development

In the promotion of projects of common interest related to multimodal transport infrastructure, and in addition to the general priorities set out in Articles 12 and 13, attention shall be given to the following:

(a)facilitating interconnections between different transport modes;

(b)removing the main technical and administrative barriers to multimodal transport, including by the implementation of eFTI;

(c)developing a smooth flow of information enabling transport services across the trans-European transport system;

(d)facilitating the interoperability for data sharing, access to data and data re-use within and between the transport modes;

(e)promoting, where appropriate, that private sidings on the trans-European transport network allow for the handling of 740 m trains without manipulation.

SECTION 7

Urban nodes

Article 39

Urban nodes components

1.An urban node shall comprise, in particular:

(a)transport infrastructure in the urban node that is part of the trans-European transport network, including bypasses, and that increases the performance of the trans-European transport network;

(b)access points to the trans-European transport network, notably multimodal railway stations, multimodal freight terminals, ports or airports;

(c)first and last mile connections between and to these access points.

2.The urban nodes of the trans-European transport network are listed in Annex II.

Article 40

Urban nodes requirements

When developing the trans-European transport network in urban nodes, in order to ensure the effective functioning of the entire network without bottlenecks, Member States shall ensure:

(a)availability of alternative fuels recharging and refuelling infrastructure, including in logistics platforms and for public transport in full compliance with the requirements of Regulation (EU) […] [on the deployment of alternative fuels infrastructure];

(b)by 31 December 2025:

(i)adoption of a sustainable urban mobility plan (SUMP) in line with Annex V that includes notably measures to integrate the different modes of transport, to promote efficient zero-emission mobility including sustainable and zero-emission urban logistics, to reduce air and noise pollution and that takes long-distance trans-European transport flows into consideration;

(ii)collection and submission to the Commission of urban mobility data per urban node covering at minimum greenhouse gas emissions, congestion, accidents and injuries, modal share and access to mobility service, as well as data on air and noise pollution. Thereafter these data shall be submitted every year;

(c)by 31 December 2030:

(i)for passenger transport: sustainable, seamless and safe interconnection between rail, road, air, the active modes of transport and, as appropriate, inland waterway and maritime infrastructure;

(ii)for passenger transport: ability for passengers to access information, book, pay their journeys and retrieve their tickets through multimodal digital mobility services;

(iii)for freight transport: sustainable, seamless and safe interconnection between rail, road, and, as appropriate, inland waterway, air and maritime infrastructure as well as appropriate connections with logistics platforms and facilities;

(iv)the development of multimodal passenger hubs to facilitate first and last mile connections which are equipped with at least one recharging station as defined in Article 2, point (43), of Regulation (EU) […] [on the deployment of alternative fuels infrastructure] dedicated to serve heavy-duty vehicles;

(d)by 31 December 2040: the development of at least one multimodal freight terminal allowing for sufficient transhipment capacity within or in the vicinity of the urban node.

The Commission shall adopt, no later than one year after the entry into force of this Regulation an implementing act establishing a methodology for the data to be collected by the Member States referred to under point (ii) of paragraph (b). That implementing act shall be adopted in accordance with the examination procedure referred to in Article 59(3).

Article 41

Additional priorities for urban nodes

In the promotion of projects of common interest related to urban nodes, and in addition to the general priorities set out in Articles 12 and 13, attention shall be given to the following:

(a)seamless interconnection between the infrastructure of the trans-European transport network and the infrastructure for regional and local transport;

(b)mitigation of the exposure of urban areas to negative effects of transiting rail and road transport, which may include bypasses;

(c)promotion of efficient and low-noise zero emission transport and mobility, including greening urban fleets;

(d)increase of the modal share of public transport and of active modes;

(e)digital exchange of transport and traffic information between urban and non-urban traffic management centres and with entities providing information services, in line with ISO/CEN standards.

CHAPTER IV

PROVISIONS FOR SMART AND RESILIENT TRANSPORT

Article 42

ICT systems for transport

1.ICT systems for transport shall be such as to enable capacity and traffic management and the exchange of information within and between transport modes for multimodal transport operations and value-added transport-related services, improvements in resilience, safety, security, congestion and operational and environmental performance, and simplified administrative procedures. ICT systems for transport shall also facilitate seamless connection between infrastructure and mobile assets.

2.ICT systems for transport shall be deployed across the Union, in order to ensure the presence of a set of interoperable basic capabilities in all Member States.

3.The ICT systems for transport referred to in this Article shall include:

(a)for railways: ERTMS, telematics applications for freight and passenger services as referred to in the Technical Specification for Interoperability, and other digitalisation improvements, in particular outputs from Shift2Rail and Europe’s Rail Joint Undertaking;

(b)for inland waterways: RIS;

(c)for road transport: ITS; 

(d)for maritime transport: for vessel traffic management VTMIS services and for information exchange the European Maritime Single Window environment (EMSWe);

(e)for air transport: ATM/ANS systems, in particular those resulting from the SESAR project;

(f)for multimodal transport: eFTI, the EU Mobility Data Space and frameworks facilitating business to business data exchange for supply chain transparency and optimisation.  

Article 43

Sustainable freight transport services

1.Member States shall promote projects of common interest which both provide efficient freight transport services that use the infrastructure of the trans-European transport network and contribute to reducing carbon dioxide emissions and other negative environmental impacts, and which aim to:

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

(b)promote the deployment of innovative transport services, including short-sea shipping links, ICT systems for transport 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 of the participants of the logistic chain, including shippers, operators, service providers and their customers;