In a written answer to a parliamentary question from Per Clausen (The Left), Commissioner for Sustainable Transport and Tourism Apostolos Tzitzikostas reminded Denmark that the Aalborg-Hirtshals/Frederikshavn rail section, part of the TEN-T core network and the Scandinavian-Mediterranean Corridor, must be electrified by 31 December 2030 under Article 16.6 of the TEN-T Regulation. The Commissioner stressed that the Commission monitors Danish compliance and that any deviation requires a formal exemption request under Article 16.11, justified by geographical or physical constraints, a negative socio-economic cost-benefit analysis, or significant environmental or biodiversity impacts. He also noted that where exemptions are granted, Article 20(h) obliges member states to deploy innovative alternative fuel technologies, such as hydrogen or battery-powered trains. On co-financing, Tzitzikostas indicated that electrification could be supported under the Connecting Europe Facility or National and Regional Partnership Plans, depending on the outcome of the next multiannual financial framework negotiations.
The answer responds to concerns raised by Clausen, who warned that inaction would jeopardise the 2040 TEN-T goals and limit local and regional authorities' ability to secure future transport options. The Commissioner's reply offers no new commitments or specific funding figures, instead reiterating existing legal obligations and the general possibility of EU co-financing. It leaves open whether battery-powered trains could be considered a satisfactory substitute for full electrification, noting only that such technologies are relevant for exempted sections. The response signals that the Commission will continue to enforce the 2030 deadline, while allowing Denmark to pursue an exemption if it can substantiate one. This could lead to a formal exemption request from Denmark, which the Commission would assess for its impact on interoperability and network continuity. The answer affects Danish rail infrastructure planners and operators, who face a binding deadline and potential compliance costs, as well as regional authorities in North Jutland seeking sustainable transport options, and EU taxpayers, who may co-fund electrification through EU budget instruments.