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Trans-European Transport Network
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The European Commission is presenting a new list of some thirty priority projects for the creation of the Transeuropean Transport Network (TETN) for 2020. It is not just a matter of listing projects in the Member States and countries in the process of joining because the difficult question of the funding of that infrastructure also has to be addressed. Does the political will to fund these projects exist ? What are the priority projects and the new financial measures.
The free movement of people and goods is a major plank in the construction of Europe.
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On paper at least.
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In reality, roads are saturated, railways underutilized, complementarity between modes
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of transport is rare, certain outlying regions are badly served and then there are always
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the natural obstacles to be overcome.
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The first to be penalized are Europe's citizens and its economy.
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Historically, each country developed its public transport system within its own borders,
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concerning itself only rarely with cross-border links.
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Conclusion?
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Europe is too heavily compartmentalized.
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What are missing are transnational traffic routes.
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To create them, the European Union is encouraging its member states to provide better connections
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between their transport networks.
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This obviously involves a series of major construction projects.
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In 1994 in Essen, a list of 14 priority projects was adopted by the European Council.
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Although several projects have not yet been completed, the time has come to bring this
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list up to date.
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In effect, transportation needs are expected to double 15 to 20 years from now and the
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enlargement of the European Union considerably increases the need for transport infrastructure.
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On the basis of a report presented by a group of experts appointed by Mrs. de Palacio, whose
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chairman Mr. Carl van Meert was the former European Commissioner, the Commission is proposing
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a total of up to 30 priority projects to be completed between now and 2020, because they
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are judged to be in Europe's interest.
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A large part of the new projects that we propose precisely comply with the need to build
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links, zones, unions between the different countries of the European Union, that is,
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to respond with European global criteria and not with national criteria.
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The first objective is to build some infrastructures to be able to guarantee the reality of the
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domestic market and the competitiveness of the economy as a whole.
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The projects selected address a series of priorities, revitalization of railways and
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waterways, transport intermodality and interoperability of rail, bottlenecks and missing links, bringing
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enlargement countries in line and, last but not least, crossing natural barriers including
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the Alps.
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Almost everyone is familiar with the queues of cars and trucks at the foot of the mountain
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on the French-Italian border. The Lyon-Turin-Budapest link is more of a priority than ever. This
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high-speed goods and passenger line will ease congestion in the road tunnels under the Alps,
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which are on the point of saturation.
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The Iberian Peninsula suffers from the same handicap. The Pyrenees bar its route to the
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rest of Europe, leaving only two narrow corridors. In the longer term, it is therefore planned
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to build a high-capacity rail connection to prevent the asphyxiation of the Pyrenean valleys.
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But first it is necessary to address the incompatibility of the rail networks in Spain
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and Portugal, whose track is about 20 centimetres wider, with those of the rest of the Union.
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A priority project concerns the refurbishment of the TGV network. On the one hand, laying
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a third rail to allow standard trains to operate, and on the other, by using variable-width
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axles.
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In the coming years, travellers will be able to cross the entire continent of Europe by
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high-speed train.
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It's also possible to get around natural obstacles, such as the Alps and the Pyrenees, by way
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of the sea. Hence the proposal to circle Europe with four motorways of the sea.
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The idea is to create regular shipping lines dedicated to goods. They will serve a limited
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number of ports, but with the capacity, speed and punctuality to compete with road transport.
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There is a twin objective here. To relieve overused zones such as the Transalpine regions
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and the centre of Europe, but also to link isolated or outlying zones within the Union.
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There is a specific problem with the Baltic Sea. Icebound for part of the winter, an adequate
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fleet of icebreakers will be necessary to keep traffic moving. This, however, is only
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the tip of the iceberg.
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To enable traffic to run smoothly, logistical and administrative procedures in the ports
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must be speeded up. Satellite monitoring systems for cargo is one possibility.
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In some cases, the connections between the ports and the road and rail networks must
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be improved.
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To complete the square formed by the maritime motorways, the Commission proposes creating
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a series of rail and road axes in the east of the European Union. The objective is to
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link the Baltic States with Southern Europe. These routes will cross succession countries
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whose needs in terms of transport infrastructure are enormous.
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In Poland, for example, the port of Gdansk occupies a key position on the north-south
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axis, but its development has been slowed by the mediocre quality of its access routes.
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To get to the port, trucks use Highway No. 7, a medium-sized road representative of all
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the transport infrastructure in the country. Bottlenecks abound, certain infrastructure
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are too old and safety is uncertain.
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Among the three most quoted reasons not to invest in Poland, one of them is always infrastructure.
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Is it railways? Is it highways? Is it harbours? Sometimes airports? But definitely infrastructure
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and its quality. It's one of the reasons not to invest in Poland.
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Several priority projects directly concern Poland, notably the construction of a motorway
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linking Gdansk to Brno and Vienna, as well as the modernisation of the railway from the
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port to Warsaw and the south on an almost parallel axis. In fact, there's no question
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here of upsetting the rail-road balance and handing everything over to road, a mistake
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made by the West in certain decades.
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Poland is a country perfectly fit to have an excellent railway connection, so we would
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like to keep this multi-modal structure as close as possible, using the historical preference
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of railway and using also the geographical conditions which make railways the best choice.
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In a wider sense, given the number of priority projects directly concerning the railways,
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the European Union is clearly aiming at a modal rebalance.
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Every single European railway is doing a lot to improve its performance, its level of quality.
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We are renewing ourselves by investing a lot.
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Another aim of the European Commission is to revitalise certain modes of transport,
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including the waterways. A waterway made up of the Rhine, the Main and the Danube offers
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a navigable waterway crossing all of Europe from the North Sea to the Black Sea. Unfortunately,
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several bottlenecks hamper the passage of larger boats. The biggest of these is in southern Germany.
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This is the Danube, between Straubing and Wilshofen, a few kilometres from the Austrian border.
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The crew of the Johannes Kepler know this stretch of water by heart.
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They travel it regularly aboard their vessel equipped with sonar to monitor the river's depth.
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There's been no rain for several weeks. The situation is critical.
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The problem is that between Straubing and Wilshofen, the Danube's bed rises nearly a metre.
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Depending on the water level, the ship's ability to pass is sometimes a matter of a centimetre or two.
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It's moreover not uncommon to see barges forced to wait several days for the water level to rise.
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Different solutions have been studied from the point of view of their efficiency and their environmental impact.
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Depending on the chosen option, up to 8 million tonnes could transit via the Straubing-Wilshofen section.
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This would bring welcome relief to the particularly congested roads in this part of Europe.
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However, the future of European transport is also being played out in space with the Galileo project.
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This satellite navigation system, which is more efficient than the American GPS, should be operational by 2008.
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It will allow a multitude of applications such as vehicle guidance,
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location tracking of goods in real time and rail traffic management.
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It will contribute to making traffic more fluid on the ground, on the sea and in the air.
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So it's clear, there's no lack of projects, but the big question is their cost.
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We are talking about 1 billion euros for 2013,
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and for 2020-2025 we would be talking about 600 billion euros.
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But who will pay the bill? That's a very good question because it's a thorny problem.
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Let's go around the table.
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Even if they agree to make an extra effort, the Member States alone cannot pick up the bill without risking budget problems.
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On average, each country should contribute 1% of its GNP,
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1.5% in the accession countries so great are their needs.
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So they're all holding out their hands for community funds,
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including the European Commission's transport budget.
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I hope that in the next financial perspectives,
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the Member States are willing to multiply the current figure for trans-European networks by at least 7.
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600 billion euros a year is clearly not enough to meet the needs of the European Union
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and to have the catalyst and accelerator effect of trans-European projects.
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We have to increase the co-financing rate, but public funds are not enough.
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In concrete terms, for trans-border projects of European interest,
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the Commission is proposing to increase its share of the co-financing to 30% instead of 10%.
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Paradoxically, the Member States and the Parliament will have to agree to this,
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as it's they who authorise community budgets.
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To make up for the lack of means, everyone is finally suggesting calling in a third musketeer,
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the private sector, which, it's true, has considerable funds.
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But will it be easy to persuade business, contrary to all current trends,
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to make heavy investments which will be profitable only in the relatively long term?
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This is far from certain.
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Perhaps, therefore, inspiration should be found in what happens elsewhere.
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A country which is not in the European Union is cited as a model,
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that is Switzerland, which has put in place a taxation of the use of infrastructures
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and the product of this tax, which is perceived on trucks, on cars,
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including on the trucks of the European Union, to build tunnels
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and we will do ferrotage, that is, we will put the goods on trains
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rather than on roads that encompass the Alpine valleys.
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There's now no doubt that a number of different sources of finance have to be mobilised,
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and nothing will be possible if one of them drops out.
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Europe is faced with a vital challenge for the future of its economy.
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But will it learn from the lessons of the past?
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Of the first investments decided upon at Essen in 1994,
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up until now only 30% have been mobilised.
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It only remains to be seen if Europe lives up to its ambitions.
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- Idioma/s:
- Niveles educativos:
- ▼ Mostrar / ocultar niveles
- Nivel Intermedio
- Autor/es:
- The European Union
- Subido por:
- EducaMadrid
- Licencia:
- Reconocimiento - No comercial - Sin obra derivada
- Visualizaciones:
- 4101
- Fecha:
- 3 de julio de 2007 - 14:18
- Visibilidad:
- Público
- Enlace Relacionado:
- European Commission
- Duración:
- 00′ 31″
- Relación de aspecto:
- 4:3 Hasta 2009 fue el estándar utilizado en la televisión PAL; muchas pantallas de ordenador y televisores usan este estándar, erróneamente llamado cuadrado, cuando en la realidad es rectangular o wide.
- Resolución:
- 320x240 píxeles
- Tamaño:
- 66.15 MBytes
