This is an HTML version of an attachment to the Freedom of Information request 'Consultation 2008 - 2009 TEN-E'.




    Udkast 
Ref. Ares(2021)1651752 - 05/03/2021
 
 
 
 
 
European Commission 
Date 
30. april 2009  
 
DG TREN 
 
  
In
  ternational Division 
 
 
 
 
Response from the Danish Government 
to the Commission Green Paper:  
TEN-T – A policy review. 
Towards a better integrated transeuropean transport network at the 
service of the common transport policy 
The Danish Government finds that the development of the transeuropean 
transport networks is a very important element in the contribution from the 
transport sector to the economical development in the European Union in 
general and to the realization of the Internal Market in particular. 
The concept of transeuropean transport networks has since the mid nineties 
given an essential contribution to the realisation of major infrastructure 
projects across the European Union. A succesful example of this is the Fixed 
Link across Øresund, which was opened in 2000 and now is a decisive element 
in the integration across Øresund of the Copenhagen-Malmo region. 
Another example that the present legal framework has worked well is priority 
project no. 20 (Railway corridor between Øresund and Hamburg – (Hannover) 
including a fixed road and railway Link across the Fehmarn Belt).  Based on a 
treaty between Denmark and Germany signed in September 2008 the work on 
design and construction of the Fixed Link across  the Fehmarn Belt is now 
ongoing. The project including the railway connections in the hinterland of the 
Fixed Link is planned to be finalised in 2018.  In this way the basis for 
transport by rail of the major part of the expected increase of the goods 
transport between Scandinavia and the European Continent will be created 
within the framework of the transeuropean transport networks. 
It is the view of the Danish Government, that the concept of transeuropean 
transport nets including specific priority projects should continue as an 
essential element in the development of key transport infrastructure together 
with national plans for transport infrastructure. 
The development and the application of intelligent transport systems (ITS) 
should play a significant role within all transport modes in the future TEN-T 
policy. 
 


 
 
 
 
Side 2/2 
As far as the concept of ‘Motorways of the Sea’ is concerned the Danish 
Government emphasises the need for continued focus on general infrastructure 
investments when funding specific projects. 
The further development of the TEN-T policy should focus on the interaction 
between the transport modes  (co-modality) including ports. This calls for 
optimizing access from the seaside to ports and hinterland rail and road 
connections to/from the ports. Inland waterways must be taken into account 
where appropriate. Finally the efficiency of ports must be seen as an important 
contributor to the development of the competitiveness of short sea shipping.  
Regarding the future development model concerning the legal basis for the 
development of transeuropean transport networks the view of the Danish 
Government is the following: 
Option 1 (present model) 
A continued application of the present guidelines for the development of the 
transeuropean transport networks consisting of a comprehensive network of 
different transport modes + horizontal measures supplemented with a set of 
priority projects should not be ruled out. This model has proven its worth over 
many years and the results, which have been achieved, should not be neglected. 
Option 2 (Single lawyer of priority projects) 
This option is too narrow to meet future challenges of the TEN-T policy. Such a 
unilateral model would lack adequate flexibility to adjust to varying conditions 
in member states. 
Option 3 (Two layer-model with a comprehensive network, a core network 
based on priority projects and an instrument for defining new priority projects) 
The Danish Government can support a further elaboration of this option 
consisting of two lawyers:  a comprehensive network like in the present model 
and a core network based on the present priority projects, the latter being 
supplemented with a ‘conceptual pillar’ with tools to define new projects of 
Community importance on a common, objective basis. However, there is a need 
to clarify this concept of a ‘conceptual pillar’ to make it ‘workable¨. 
 

Document Outline