Yes, in the
IFR enroute context, navaids are handy as a backup to GPS BRNAV (BRNAV, which means GPS, is mandatory for enroute IFR in Europe). Instrument approaches are however still based on navaids: ILS, VOR/DME, NDB/DME, etc.
There are some GPS approaches in Europe but only a few, and all of them
AFAIK are at airports that have conventional-navaid approaches to the same runways. Such approaches sometimes use an NDB as a part of the missed approach, which defeats the point somewhat...
One can fly enroute, VFR or IFR, entirely on GPS but it's wise to always have two methods of navigation a) in case one packs up and b) it tends to pick up gross errors like flying 080 instead of 180 (easy to do with a VOR but nearly impossible with a GPS).
That said, if using VORs and NDBs as a backup for a GPS enroute, one tends to not bother identing them.
The FAA does not require identing navaids at any stage up to and including the IR.
Personally, I ident all navaids used in an instrument approach. It helps to pick up mis-tuned frequencies.