DOCSLIB.ORG

EU. Core Network Corridors Progress Report. 2014

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
EU. Core Network Corridors Progress Report. 2014 Core Network Corridors Progress Report of the European Coordinators Transport SEPTEMBER 2014 This report only represents the opinion of the European Coordinators and does not prejudice the official position of the European Commission. TENtec Reporting: Please note that the individual visualized corridor maps in Annex 2 show the current state of data encoding in TENtec by the contractors of each corridor study. Moreover, they do not highlight sections and nodes that are in the planning phase. CONT ENTS: The Core Network Corridors Progress Report Foreword Page 4 Core network corridors Page 5-6 The corridor work plan 2014 – state-of-the-art Page 7-11 TEN-T Core Network Corridors (Map) Page 12-13 Baltic-Adriatic Corridor Page 15-23 North Sea-Baltic Corridor Page 25-33 Mediterranean Corridor Page 35-43 Orient/East-Med Corridor Page 45-53 Scandinavian-Mediterranean Corridor Page 55-63 Rhine-Alpine Corridor Page 65-73 Atlantic Corridor Page 75-81 North Sea-Mediterranean Corridor Page 83-91 Rhine-Danube Corridor Page 93-101 ERTMS Page 103-108 MoS Page 109-113 Innovation Page 115-118 Annex 1: EU Core and Comprehensive maps Page 119-127 Annex 2: TENtec Reporting Page 129-138 3 FOREWORD The Core Network Corridors Progress Report Foreword In 2013, Europe reached a transport milestone. It is now ready to embark on a new era in infrastructure, with the right tools to develop today’s transport patchwork of national parts into a smooth-running network. With the new EU policy for the Trans- European Transport Network now in place, and agreement on the Connecting Europe Facility, the EU has created the basis for Europe to build a modern integrated transport system that can meet the challenges we face in sustainable, smart and inclusive growth, and to strengthen Europe’s global competitiveness. Definitions and deadlines have been set for building a high-performance comprehensive and core network, with the appropriate instruments for making this happen. The next challenge is to turn this ambition into reality. This is why, at the Informal Council of EU Transport Ministers in Milan, I intend to present the steps that the Commission has already taken to get the Trans-European Transport Network up and running, to get things moving on the ground. To provide impetus, the European Commission recently opened the first call for proposals under the Connecting Europe Facility: a real ‘first’ for Europe, in the form of dedicated infrastructure financing. It will make almost €12 billion available for projects in the EU’s Member States which have been under negotiation for several years and are either being implemented or will be started now. Priority will be given to projects with the highest value for all of Europe, particularly to complete missing cross-border links and remove bottlenecks, and for projects that will deploy EU-wide systems of traffic management and so enable the European transport network to function smoothly. This funding is expected to leverage investments of around €50 billion, giving a significant boost to the European economy. The core network is based on nine strategic integrated corridors which will be the backbone of the new Trans-European Transport Network and improve its reliability and efficiency. The corridors come under the watchful eye of European coordinators who were nominated at the start of this year. For each corridor, a work plan is being prepared that will guide and coordinate the investments to be made over the next years and also integrate all the projects agreed under the Connecting Europe Facility. The work plans will enable the corridors to become reality and connect, finally, East and West, North and South. They will also provide Europe’s internal market with a transport network that can face the challenges of an increasingly global marketplace. Each plan will have to be approved by the Member States concerned. This means that, for the first time, there will be a detailed and agreed path towards implementation. At the same time, joint monitoring and regular updates will allow each plan to stay in line with developments that will inevitably occur over time. In these changing political and economic times, this new environment for EU transport infrastructure offers a long-term perspective of cooperation between Member States and for building and completing the transport network that Europe needs. By linking regions, countries – East and West – we create the conditions for growth and prosperity, driving competitiveness for everyone in Europe to the benefit of citizens and business. Vice-President of the European Commission 4 The Core Network Corridors Progress Report C ORORE NETW K CORRIDORS The Core Network Corridors Progress Report Core Network Corridors as the backbone of the new EU transport policy The new legal basis for the development of the trans-European transport network (TEN-T) which has been adopted in December 2013 marks the beginning of a new era in Europe’s transport infrastructure policy. Compared to the approach of the past 20 years, the main innovation of the new TEN-T policy lies in the definition of an integrated, multimodal core network which shall be developed until 2030 by Member States and relevant stakeholders such as infrastructure managers, regions and others as well as the EU. This core network links major nodes (urban nodes, ports, airports and other transport terminals) through key rail, road, inland waterway, maritime and air transport connections. Such a reinforced Europe-wide network approach – compared to past programmes for individual project funding – significantly strengthens the infrastructural basis for efficient, safe and high-quality multimodal transport chains for freight and passengers. It provides a strong integrated policy framework, overcoming the current patchwork of infrastructure projects. It aims at the smooth functioning of the internal market and ensuring economic, social and territorial cohesion and improved accessibility across the EU. Investing in the many projects that contribute to this objective will be vital for Europe’s smart, inclusive and sustainable growth and has an enormous potential for creating jobs – during construction and after completion – in many sectors of the economy. The new TEN-T Guidelines set a clear basis for action until 2030. The core network shall be completed, i.e. a full network shall be in function, missing links between Member States will have been completed and bottlenecks that hamper free flows of transport, thereby causing high cost to the economy will have been removed. Core network corridors play a key role in the coordinated implementation of the new TEN-T policy. The corridors are based on three pillars: • enhancing cross-border connections and removing bottlenecks; • integrating different transport modes (multi-modality); • promoting technical interoperability. In order to be effective, a clear departure from the past is necessary. In this regard, the core network corridors are much more extensive in scope and nature than the Priority Projects and other corridor instruments which preceded them: • Up to now, there have been 30 TEN-T funded priority projects. These were scattered geographically and comprised different political priorities. The work of former European Coordinators for certain Priority Projects will be the basis for the new corridors wherever possible. • 9 Rail Freight Corridors (RFCs) have been created. They will be adapted over time (until 2020) to fit with the core network corridors. RFCs will continue to evolve in the context of Regulation (EU) 913/2010, but they will be able to profit from the new instrument and thereby be boosted considerably. ERTMS Corridors have also been integrated into the new policy. • Other types of corridor will be incorporated into this structure such as “green corridors” or “pan- European corridors”. 5 C ORORE NETW K CORRIDORS The Core Network Corridors Progress Report Nine core network corridors have been defined, each of them involving between four and nine different Member States and featuring the full range of transport modes. To make sure that the corridors are developed effectively and efficiently, each corridor is led by aEuropean Coordinator who stimulates and coordinates action along the respective corridor. The Coordinator is supported by a consultative forum (the “Corridor Forum”) involving relevant stakeholders. This report presents the state-of-the-art for the preparations for the work plan ongoing for each of the core network corridors. In addition, the European Commission has nominated European Coordinators for two horizontal priorities: the European Rail Traffic Management System (ERTMS) and Motorways of the Sea (MoS). Here as well, this report presents the progress made up to date for both ERTMS and MoS. Finally, a separate chapter is dedicated to the subject of innovation that is directly linked to the corridor approach and that will allow to grasp the opportunity of this new priority offered by the new TEN-T Guidelines. In order to stimulate the development of the TEN-T network, the Connecting Europe Facility has been put in place. A budget of 26 billion EUR has been dedicated for its implementation, notably the core network corridors being a strong implementation instrument of the new transport guidelines. In other words, there is now real momentum that is to be used by mobilising and joining forces amongst all relevant stakeholders in order to establish a sustainable and competitive European mobility network. The innovative governance system of the core
Load more

Recommended publications
  • Tren-2003-01588-07-00-En-Tra
    COMMISSION OF THE EUROPEAN COMMUNITIES Brussels, 1 October 2003 COM (2003) 564 final Amended proposal for a DECISION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL amending the amended proposal for a DECISION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL amending Decision No 1692/96/EC on Community guidelines for the development of the trans-European transport network presented by the Commission pursuant to Article 250(2) of the EC Treaty EN EN EXPLANATORY MEMORANDUM 1. Introduction and summary ........................................................................................... 3 2. Priority projects for an enlarged Union........................................................................ 4 2.1. A selective methodology.............................................................................................. 5 2.2. A limited number of new projects................................................................................ 5 2.3 Declaration of European interest.................................................................................. 6 3. The mechanism for supporting motorways of the sea ................................................. 7 4. Increased coordination between Member States.......................................................... 9 4.1. European coordinators for individual projects or groups of projects......................... 10 4.2. Coordinated procedures prior to the authorisation of projects................................... 11 5. Components of impact assessment ...........................................................................
    [Show full text]
  • Motorways of the Sea – from Concept to Implementation Within the Baltic Sea Area
    Informationen zur Raumentwicklung Heft 7/8.2012 381 Motorways of the sea – from concept Maciej Matczak to implementation within the Baltic Sea area 1 The concept of Motorways van Miert Report) in 2003. The Report con- of the Sea sidered the concept as one of the eighteen new infrastructure projects in the European A free movement of commodities, citizens Union. The fact that the Report defines four and financial resources are pillars of the main areas of concept implementation is European Union. For that reason, an ef- also of great significance. The four main ar- ficient and effective transport system is a eas are as follows (High Level Group TEN-T necessary element for the functioning and 2003): development of the EU. A variety of geogra- (1) Motorway of the Baltic Sea phical and special structures of cargo flows as well as environmental concerns require (2) Motorways of the Sea of Western Europe modern and friendly transport and logistics (leading from the Iberian peninsula via the solutions for Europe. The Motorways of the Atlantic Arc to the North Sea and the Irish Sea (MoS) concept aims at introducing new Sea) intermodal maritime-based logistics chains (3) Motorways of the Sea of South-East Eu- in the EU. These chains should be more rope (connecting the Adriatic Sea with the sustainable and more efficient in commer- Ionian Sea and the Eastern Mediterranean cial terms than road transport. including Cyprus) The qualification “motorways of the sea” (4) Motorways of the Sea of South-West Eu- was for the first time defined in the White rope (Western Mediterranean) connecting Paper “European transport policy for 2010: Spain, France, Italy including Malta and time to decide” (European Commission linking the Motorways of the Sea to South- 2001).
    [Show full text]
  • Extensions of the TEN-T Core Network Corridors by Country: A
    Connecting Europe Facility – Annex I (Transport) Extension of the Trans-European Transport Network (TEN-T) With the CEF Regulation (Annex I), the Commission proposes to adapt the Trans-European core network corridor - to ensure better connectivity of core ports and cross-border projects. The extension reflects progress already made in developing the TEN-T core network, the corridor work plans of the European Coordinators and in-depth consultations with Member States. Moreover, the Commission proposes to simplify the list of pre-identified sections for each of the corridors. There will be a clear focus on cross-border sections, in line with a higher co-funding rate as proposed in the Regulation. Next to the core network, the Commission proposes to complement the development of the infrastructure with sections of the comprehensive networks in specific cases: cross-border links, including with third countries. The list of pre-identified comprehensive sections is included in Annex I. Extensions of the TEN-T core network corridors by country: a. Finland: the corridor network in Finland so far extends to only around 40% of the rail core network. Proposed extension of the North-Sea Baltic Corridor will connect the Finnish rail network with the Swedish core port of Luleå. The latter is currently not included in the corridor network. The proposed extension anticipates growing importance of the Arctic policy. b. Sweden: the corridor network in Sweden so far extends to only around 40% of the rail core network. The proposed extension of the Scandinavian-Mediterranean Corridor will connect with the Swedish core ports of Luleå in Sweden and Narvik in Norway.
    [Show full text]
  • Competitive Tendering of Rail Services EUROPEAN CONFERENCE of MINISTERS of TRANSPORT (ECMT)
    Competitive EUROPEAN CONFERENCE OF MINISTERS OF TRANSPORT Tendering of Rail Competitive tendering Services provides a way to introduce Competitive competition to railways whilst preserving an integrated network of services. It has been used for freight Tendering railways in some countries but is particularly attractive for passenger networks when subsidised services make competition of Rail between trains serving the same routes difficult or impossible to organise. Services Governments promote competition in railways to Competitive Tendering reduce costs, not least to the tax payer, and to improve levels of service to customers. Concessions are also designed to bring much needed private capital into the rail industry. The success of competitive tendering in achieving these outcomes depends critically on the way risks are assigned between the government and private train operators. It also depends on the transparency and durability of the regulatory framework established to protect both the public interest and the interests of concession holders, and on the incentives created by franchise agreements. This report examines experience to date from around the world in competitively tendering rail services. It seeks to draw lessons for effective design of concessions and regulation from both of the successful and less successful cases examined. The work RailServices is based on detailed examinations by leading experts of the experience of passenger rail concessions in the United Kingdom, Australia, Germany, Sweden and the Netherlands. It also
    [Show full text]
  • EIB Financing of the Trans-European Networks
    Sectoral brochure European Investment Bank • European Investment Bank • European Investment Bank • European Investment Bank • European Investment Bank EIB financing of the Trans-European Networks European Investment Bank • European Investment Bank • European Investment Bank • European Investment Bank • European Investment Bank European Investment Bank • European Investment Bank • European Investment Bank • European Investment Bank • European Investment Bank EIB support for TENs The need to provide freedom of movement of goods, persons, energy and information underpins the fundamental developmental and integra- tion aims of the European Union (EU). At the heart of European policy, the expansion of the Trans-European Transport and Energy Networks (TENs) remains a key objective for the European Investment Bank (EIB), alongside other lending priorities, such as reinforcing economic and social cohesion in the EU, supporting EU energy objectives, forging links with EU partner countries and protecting the environment. European transport networks European policy aims to build an inte- grated network of basic transport infra- structure, transforming the networks built under national considerations into an efficient and sustainable Europe-wide infrastructure system. This network of motorways, railways, waterways, ports and airports is intended to link the 27 Member States to one another and with the countries of the European Neigh- bourhood. Capacity problems and consequent con- gestion along long-distance routes in the EU are restraining factors for both trade and mobility. Better use of existing infra- structure is paramount in order to reduce Transport Networks (TEN-T) is the need to area that will be supported by EU exter- mounting costs and contain the environ- integrate the poorly endowed transport nal policy, the EU has identified 30 pri- mental impact of transport.
    [Show full text]
  • Fourth Work Plan of the European Coordinator Iveta Radičová AUGUST 2020
    Mediterranean Fourth Work Plan of the European Coordinator Iveta Radičová AUGUST 2020 Mobility and Transport AUGUST 2020 This report represents the opinion of the European Coordinator and does not prejudice the official position of the European Commission. The European Commission does not guarantee the accuracy of the data included in this report. Neither the Commission nor any person acting on the Commission’s behalf may be held responsible for any potential use which may be made of the information contained herein Table of Content 1 Towards the Mediterranean Corridor 4th Work Plan .................................... 6 1.1 Introduction .......................................................................................... 6 1.2 Achievements along the Corridor since 2014 ............................................. 7 2 Characteristics of the Mediterranean Corridor ........................................... 9 2.1 Alignment ............................................................................................. 9 2.2 Compliance 2019 and 2030 with the technical infrastructure parameters of the TEN-T guidelines by 2030 ................................................................ 10 2.3 Compliance maps ................................................................................ 13 2.4 Persisting bottlenecks and missing links .................................................. 17 3 Transport Market Study ........................................................................ 20 3.1 Current flows along the Corridor ...........................................................
    [Show full text]
  • Eurail Group G.I.E
    Eurail Group G.I.E. Eurail Group G.I.E. Eurail Group G.I.E. Eurail Group G.I.E. Eurail Group G.I.E. Eurail Group G.I.E. Eurosender Benefit: Pass holders benefit from a 20% discount on the Eurosender online platform when placing an order to send a package or parcel. Benefit code: RAIL20 Info: Follow the steps below to redeem the Benefit: 1. Visit Eurosender website: www.eurosender.com 2. Choose your to and from countries from the list. 3. Select the number of packages or parcels to be sent and click ‘NEXT’. 4. Fill in the order form. 5. Insert the Benefit code RAIL20 in the box “discount code”. The new price and amount of discount will be displayed. 6. Select the payment method and insert your payment details. 7. Receive order confirmation. For any problems or questions regarding your order or the service, Eurosender customer support department is available on Tel: +44 (0)20 3318 3600 or by email at [email protected]. Please note: The Benefit code is valid only for a single user. The code has no expiration date and it can be transferrable. This Benefit is valid only for standard shipping orders. Benefit: Eurail and Interrail Pass holders benefit from 20% off Stasher Luggage Storage. Book online to store your bags safely while you explore the city – all across Europe. Use EURAIL20 or INTERRAIL20 for 20% off the entire booking (including insurance). Info: Follow the steps below to redeem the Benefit 1. Visit Stasher.com 2. Enter the location where you wish to store your bag 3.
    [Show full text]
  • 1. Towards the North Sea-Baltic Corridor Work Plan
    1. Towards the North Sea-Baltic Corridor work plan Background Transport is a vital element of European integration and smooth and effective cross border transport is a key element in the effectiveness of the Single Market and the creation of jobs and growth. Moreover, the construction of new transport infrastructure can provide many of those jobs. Similar to the environment, transport is a policy that is easily understood and can find support among the citizens of Europe at a time when the concept of European integration is under heavier criticism than ever before. Transport clearly requires cooperation between Member States on policies created by the Union to facilitate the smooth transit of goods, services and people throughout the European Union (EU) for the benefit of all its citizens. In 1994 the EU initiated the trans-European transport network policy. In the first years, the policy concentrated on supporting 30 priority projects across the EU. With the reform of the TEN-T guidelines in the years before 2014 the concept of a dual layer structure was introduced, consisting of a comprehensive network and a core network based on a common and transparent methodology. Regulation No 1315/2013 of 11 December 2013 established the core network through nine core network corridors involving all the member states and covering the whole of the enlarged EU. The core network corridors enable the Member States to achieve a coordinated and synchronised approach with regard to investment in infrastructure, so as to manage capacities in the most efficient way. It should be multimodal; that is to say it should include all transport modes and their connections as well as relevant traffic and information management systems.
    [Show full text]
  • Individual Project Contribution to the Common European Transport Space
    Individual project contribution to the Common european transport space Papadimitriou, Stratos Chlomoudis, Costas Koliousis, Ioannis Department of Maritime Studies University of Piraeus Today’s agenda .Introduction –the general context .A single European Transport Area .The Connecting Europe Facility .The Corridors: Introduction and how these contribute to the general concept .Q+A Introduction . The transport industry is globalized (in terms of functional, business and regulatory terms) . But also has local issues to address (administrative procedures, customs, taxation, immigration, safety and security, waste, health protection,…) . EU has a vision to automate, improve and upgrade the industry A single European transport area 1. A true internal market for rail services 2. Completion of the single European sky 3. Capacity and quality of airports 4. A framework for inland navigation 5. Road freight issues 6. Multimodal transport of goods: e‐Freight Create the appropriate framework to allow for tracing goods in real time, ensure intermodal liability and promote clean freight transport Promoting a European maritime transport area without barriers • Unlike road transport, which has been reaping the benefits of the internal market since 1993, shipments of goods by sea between the ports of the European Union are treated in the same way as shipments to third countries. • Maritime transport between Member States red tape (many documentary checks and physical inspections by the customs, health, veterinary, plant health and immigration control,
    [Show full text]
  • 2019 TEN-T Performance Report
    Trans-European Road Network, TEN-T (Roads): 2019 Performance Report CEDR Working Group 3.5 Performance October 2020 Prepared by: CEDR WORKING GROUP PERFORMANCE (3.5) Group leader Jan Pettersson Sweden Group members Roman Limbach Germany Lukas Kerbler Austria Vesa Mannisto Finland Horvath Balazs Janos Hungary Pier Paolo Cartolano Italy Sandro La Monica Italy Jenne van der Velde Netherlands Randi Harnes Norway Grzegorz Obara Poland Anton Svigelj Slovenia Kenneth Natanaelsson Sweden Yan Cerf Switzerland Nurettin Cirakli United Kingdom - England Other contributors Niels Groenen Belgium - Flanders Eric thor Straten Denmark Mehis Leigri Estonia Hartmut Treichel Germany G. Pétur Matthíasson Iceland Cormac Synnott Ireland Modestas Lukošiūnas Lithuania Paul Mangen Luxembourg Robert Zerafa Malta Peter Schout Netherlands Piotr Ostaszewski Poland Luis Gómez Diez-Madroñero Spain Approved by: CEDR’s EXECUTIVE BOARD on 26 October 2020 Edited and published by: CEDR's Secretariat-General CEDR report: TR2020-01 ISBN: 979-10-93321-54-7 Disclaimer: This document expresses the current position of CEDR. It does not necessarily represent the views of individual member countries and should not be considered the official position of member countries. Trans-European Road Network, TEN-T (Roads): 2019 Performance Report Page 2 of 128 TABLE OF CONTENTS EXECUTIVE SUMMARY 9 1 INTRODUCTION 11 1.1 The Trans-European Transport Network ........................................................................ 11 1.2 Background to the Performance Report ........................................................................
    [Show full text]
  • CEF Support to Scandinavian - Mediterranean Corridor May 2020
    CEF support to Scandinavian - Mediterranean Corridor May 2020 Innovation and Networks Executive Agency Table of Contents 1. Introduction .............................................................................................................................................. 3 2. Action portfolio: State of play .................................................................................................................. 4 2.1. Operational implementation ........................................................................................................... 4 2.1.1. Maritime........................................................................................................................................ 5 2.1.2. Air .................................................................................................................................................. 6 2.1.3. Rail ................................................................................................................................................. 6 2.1.4. Road............................................................................................................................................... 9 2.2. Financial Progress ...........................................................................................................................12 3. Challenges affecting the implementation of Actions ............................................................................13 4. Conclusion and Outlook .........................................................................................................................14
    [Show full text]
  • RFC 6-Mediterranean Corridor TAG
    RFC 6-Mediterranean Corridor TAG RAG (EEIG RFC 6 Copyright; Andrea Galluzzi Managing Director) Budapest 19th November 2015 19 November 2015 TAG-RAG Budapest RFC 6 – MEDITERRANEAN CORRIDOR © Regulation 913/2010 - TAG RAG Regulation concerning the European Rail Network for Competitive Freight (913/2010) Regulation 1315/2013 Art. 48 The provisions of this Chapter shall be without prejudice to the governance structures set out in Regulation (EU) No 913/2010. Article 1 Purpose and scope 1. This Regulation lays down rules for the establishment and organization of international rail corridors for competitive rail freight with a view to the development of a European rail network for competitive freight. It sets out rules for the selection, organization, management and the indicative investment planning of freight corridors. Enhance the market share of rail freight transport 19 November 2015 TAG-RAG Budapest RFC 6 – MEDITERRANEAN CORRIDOR © Regulation 913/2010 Rail Freight Corridor 6 Mediterranean Corridor Algeciras-Almería-Valencia/Madrid-Zaragoza/Barcelona-Marseille- Lyon-Turin-Milan-Verona-Padua/Venice-Trieste/Koper- Ljubljana- Budapest-Zahony (Hungarian-Ukrainian border) Deadline for implementation 10th November 2013 Extension to Croatia 10th November 2016 19 November 2015 TAG-RAG Budapest RFC 6 – MEDITERRANEAN CORRIDOR © State of play – Executive Board The Executive Board of Rail Freight Corridor 6 was established through an administrative agreement signed in Brussels on 11th March 2013 by the Ministries of Transport of Spain, France, Italy, Slovenia and Hungary. Through this agreement the involved Ministries decided to take over all the tasks and responsibilities of the Executive Board of the ERTMS Corridor D, as instituted by the letters of intent of 12 December 2006 and 12 April 2007.
    [Show full text]