Europe’s transport network is facing a squeeze: higher ambitions, tighter budgets and persistent gaps at borders. As the EU prepares its next long-term budget, the question is no longer how much to invest, but how to invest better. José F. Papí – CEO of Etelätär Innovation and author of a European Parliament study on transport funding – tells EESC Info where EU money makes the biggest difference and where it still falls short.
Your study, Investing in Transport in the new MFF, highlights that the next multiannual financial framework (MFF) period faces a ‘perfect storm’: an urgent need to decarbonise transport and complete the TEN-T network at a time when public budgets are tightening and connectivity gaps remain, especially at borders. How would you characterise the current state of EU transport investment?
EU transport investment is at a turning point: the foundations are solid, but performance is uneven, and the gap between political ambition and real delivery remains too wide. In the 2021-2027 period, the combination of the Connecting Europe Facility (CEF) for Transport, cohesion policy funds, InvestEU, European Investment Bank lending and temporary recovery instruments has mobilised substantial resources, yet results vary significantly between Member States, corridors and modes of transport.
Where there are strong project pipelines, clear TEN-T corridor strategies and a robust cost-benefit analysis, EU support delivers high value for money. But oversubscribed CEF calls, administrative capacity constraints and fragmented governance mean that many high-quality projects go unfunded or face delays, especially in cohesion countries and peripheral regions.
Looking ahead to 2028-2034, the EU faces a ‘perfect storm’: it must accelerate decarbonisation, complete the revised TEN-T core and extended core networks, modernise critical road links for continued safety and resilience and meet heightened security needs under tighter fiscal conditions, while connectivity gaps persist at borders and in less-connected areas.
The main challenge is less putting instruments in place and more ensuring that they are consistent, have good coverage and are focused: good tools are in place, but they need to be better aligned, more predictable for long-term projects and more explicitly geared towards cross-border, green and dual-use priorities.
The proposed budget architecture for 2028-2034 is quite different from that of the past, relying on an enlarged CEF, on transport windows under the new European Competitiveness Fund (ECF) and on redesigned cohesion funds under national partnership plans. In your view, does this new mix of instruments offer a better way to coordinate research, innovation and deployment?
The proposed architecture has the potential to better coordinate research, innovation and deployment, but only if the division of labour is made more explicit and supported by concrete performance frameworks. An enlarged CEF for Transport is positioned as the EU-level backbone for cross-border TEN-T, major nodes, alternative fuels and dual-use infrastructure, while cohesion funds under national and regional partnership plans are intended to support regional links, urban mobility and last-mile connections, particularly in less developed regions.
The ECF and the successor to Horizon Europe can create an innovation-to-deployment pipeline, with mission-oriented calls and large-scale pilots feeding into mature investment pipelines that are then scaled up along TEN-T corridors with CEF, cohesion and ECF support.
In practice, this will only work if several safeguards are in place. First, there must be a clearer division of labour between instruments: the CEF should focus on cross-border or dual-use projects that are unlikely to proceed otherwise, cohesion funding on accessibility and infrastructure modernisation, and the ECF on industrial capacity and enabling infrastructure.
Second, coordinated programming – including shared roadmaps for zero-emission and digital corridors, joint work programmes and aligned calls – must bridge the traditional gap between research and innovation and deployment.
Third, transport-specific, outcome-oriented indicators should complement the horizontal Performance Regulation so that funding decisions across instruments are guided by measurable progress on TEN-T completion, decarbonisation, safety and resilience rather than absorption alone.
Your study warns that transport priorities could be diluted within broader funding allocations, affecting progress on decarbonisation and safety. You highlight three areas where EU-level intervention is most critical: cross-border links, alternative fuel infrastructure and dual-use projects. If the EU must prioritise, which of these is currently most neglected and why is it essential to keep it as a distinct focus area rather than fold it into general regional funding?
All three areas require EU-level intervention, but the most structurally neglected remains cross-border and missing links on TEN-T, especially where they connect less developed regions and external borders. These projects have strong added value for Europe and high socio-economic returns, yet are politically and administratively demanding, involve long lead times and cost overruns and are often the first to be delayed under national budget pressure. Without a dedicated, sufficiently large EU-level budget and clear governance of corridors, the risk is that Member States focus on purely national segments and that physical and interoperability gaps persist at borders, undermining decarbonisation, cohesion and security.
Alternative fuel infrastructure and digital systems (such as the European Rail Traffic Management System, advanced traffic management and charging networks that comply with the Alternative Fuels Infrastructure Regulation) also tend to be under-provided by markets alone, given high upfront costs and uncertain short-term financial returns. Here, modest but well-targeted EU grants and blended finance could unlock substantial private investment and ensure coherent network development.
Dual-use projects are gaining political visibility but still risk being treated as a niche area. They need to remain a distinct priority to ensure that military mobility investments systematically deliver strong benefits for civilians. If these areas are absorbed into broader regional allocations or horizontal industrial funds, short-term, nationally relevant projects are likely to crowd out cross-border, green and safety-critical investments whose benefits are not as obvious but are essential for a truly integrated, secure European transport area.
If you could make one definitive recommendation to the negotiators to ensure the next MFF delivers a truly resilient and green transport network, what would it be?
If I had to make one recommendation, it would be to agree on a significantly higher, clearly ring-fenced CEF for Transport allocation explicitly reserved for a limited portfolio of high-impact, cross-border, alternative-fuels, safety-oriented and dual-use projects, embedded in a transparent, performance-based governance framework at corridor level. Concentrating scarce EU-level grants on projects with clear added value for Europe – backed by robust cost-benefit analyses and clear milestones – would maximise value for money and send a strong, predictable signal to national authorities, investors and industry.
To make this work, the enlarged CEF should be complemented by transport-relevant sections in cohesion and competitiveness instruments, with safeguards such as minimum quotas for transport or conditionalities in national and regional partnership plans, an innovation-to-deployment pipeline under the successor to Horizon and the ECF, and transport-specific indicators to guide flexibility and mid-term reviews. This would allow the next MFF to respond to shocks and new priorities without losing sight of its long-term objective: completing a resilient, green and genuinely European transport network that individuals and businesses can rely on.
José F. Papí is the CEO of Estonian tech company Etelätär Innovation and President of the Smart Transportation Alliance, a Brussels-based platform for innovation in transport infrastructure. With more than 30 years’ experience in European and international transport policy, he has worked with EU institutions, government agencies and industry on devising and implementing mobility strategies. He is the author of the European Parliament study ‘Investing in Transport in the new MFF’, requested by the European Parliament’s Committee on Transport and Tourism, which assesses how the 2028-2034 EU budget can deliver high-value, green and resilient transport investments. The opinions expressed in this interview are those of the author only and should not be considered representative of the European Parliament’s official position.