East West Transport Corridor Strategy and Action Plan Final Report – December 2007

Lead partner: Part-financed by the European Union

East West Transport Corridor Strategy and Action Plan Final Report – December 2007

Title:

East West TC Strategy and Action Plan-Final – December 2007

Disclaimer:

This document has been produced with the financial assistance of the European Union. The content of this document is the sole responsibility of the East West Transport Corridor (EWTC) and can under no circumstances be regarded as reflecting the position of the European Union. The paying authority Investionsbank S-H is not liable for any use that may be made of the information contained in the report.

Publication: Publishing date:

2007.11.30

Publisher:

Region Blekinge

Contact:

Project Manager Mattias W Alisch, [email protected] EWTC SC Chairman Bengt Gustafsson, [email protected]

Scriptwriters:

SC Members, SWECO, Lagtolken AB

Layout:

Klas Johansson, BS-tryck AB

ISBN:

ISBN 978-91-633-2216-7

Distributor:

Region Blekinge, Ronnebygatan 2, 371 32, Karlskrona, Sweden Telephone +46 455 30 50 00 • Fax: +46 455 30 50 10 • [email protected]

East West Transport Corridor Strategy and Action Plan Final Report – December 2007

Contents Contents .............................................................................................................................. 5 Joint Statement from the steering committee of the East West Transport Corridor (EWTC) ................................................................................................................................. 7 Preface . ............................................................................................................................. 10 Vision 2030 ........................................................................................................................ 12 The Strategy.........................................................................................................................13 The Action Plan 2008 – 2013.............................................................................................15 Strategy, SEA and Action Plan . ...................................................................................... 17 1

The need for more sustainable transport corridors ............................................ 18 1.1 East-west transport flows are growing rapidly ............................................ 18 1.2 EWTC as a part of the Northern Transport Axis ......................................... 20 1.3 A strategy based on experience gained from the EWTC project ............ 20

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A long-term strategy .................................................................................................. 23 2.1 The East-West Transport Corridor in a pan-European perspective ........ 25 2.2 The corridor as an integrated transport system .......................................... 27 2.3 Development of the hubs ................................................................................ 29

3 Environmental impacts of the strategy .................................................................. 35 4

Action Plan 2008 – 2013 ............................................................................................. 37 4.1 Co-ordination centre . ...................................................................................... 38 4.2 Business opportunities . ................................................................................... 40 4.3 Hub development ............................................................................................ 44 4.4 Training and simulation support .................................................................... 46 4.5 Developing the transport network ................................................................ 49

Annex 1 – List of Partners ............................................................................................... 51 Annex 2 – List of Reports ................................................................................................ 53

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Joint Statement from the Steering Committee of the East West Transport Corridor (EWTC) Adopted in Vilnius at the EWTC Final Conference, 10-11th December, 2007 hosted by Ministry of Transport and Communication, Lithuania and the East West Transport Corridor Partnership We, the Steering Committee and representatives of the EWTC partnership have today agreed to adopt the EWTC Vision, Strategy and Action Plan presented here at the conference as a working document for further joint efforts to develop the EWTC based on the following points of understanding. We recognise the great challenges and opportunities comprised in the rapid economic and trade development in and between the Baltic Sea Region, Europe and Asia. We will work for its enhancement by further strengthening mutual cooperation in infrastructure, intermodal transport development and the establishment of a good framework governing the facilitation of cross-border and transit transport. Effective transportation systems are essential to Europe´s prosperity, having significant impacts on economic growth, social development and the environment. For the Baltic Sea Region the interconnection of the Baltic States and the CIS countries are of the utmost importance for the development. The economies of the Baltic Sea Region are rapidly growing and forecasts show that this trend will continue. Alongside this development, the transport volumes in an east-west axis are growing fast across the Baltic Sea Region. Increased transnational co-operation and co-ordination is a necessity to deal with the environmental consequences of the sharp increase in the number of heavy vehicles on the roads and with bottlenecks in the transport infrastructure. Artificial and bureaucratic formalities are also blocking the development of intermodal transport systems in and between the countries in Baltic Sea Region, Europe and Asia. We acknowledge European policy objectives and we welcome the Northern Transport Axis initiative made by the Commission’s High Level Group as well as the co-modality and green corridor concepts.

We do share the objectives of the main policy objectives of the European Union to reduce economic and social disparities, to meet the challenges of the 21st century and to show solidarity and remain competitive. We also share the objectives and the process of development on the Wider Europe and on European transport policy with regard to the new geopolitical situation followed by the EU enlargement. We welcome the Northern Transport Axis initiative from the Commission which is to connect the EU countries with Russia and we strongly support the integration of the EWTC in the Northern Transport Axis as being one of the most central corridors in this context. We conclude that the EWTC Vision, Strategy and Action Plan is supporting the aims of European policy documents such as the Lisbon Agenda, A Wider Europe, Keep Europe Moving, TEN-T priority projects, Motorways of the Sea, Action plan for Freight and Logistics, the Green Corridor Concept, to name a few. We recall that a well functioning integrated transport system is essential for sustainable growth and the well-being of all citizens. We are strongly convinced that the East West Transport Corridor will play an important role in this context. Better integration of national and regional networks will foster co-operation and integration within EU and with neighbouring countries and regions. The links between and integration of the various hubs in the EWTC is a main feature in the drive to fully capitalise on the potential in the global transport market and to steer the regions towards sustainable transport solutions. This concerns first and foremost the links between the hubs within the

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corridor. It also includes links to other destinations and hubs such as Gothenburg, Oslo, Helsingborg or those along “Rail Baltica and Via Baltica”. We conclude that complementary regional planning and transport development measures are needed to facilitate sustainable growth in the south Baltic Sea Area and that the development of the EWTC is one important tool to achieve this. The fast growing trade and transport in the south Baltic Sea Area require improvements in the transport system if bottlenecks and other shortcomings in the transport system are not to hamper economic development. Outcomes from studies made in the EWTC project and other transnational projects have proven that great attention must be paid to the transport system in an east-west direction. This calls for co-operation between local, regional, national and European players. Some of the issues require high level political involvement. In addition, we are convinced that actions must be taken now if not the deficiencies in the transport system shall hamper economic development and integration in the south Baltic Sea Area. We conclude that: • To meet market demands and increased transport volumes the need for more sustainable transport corridors is crucial linking east and west in the south Baltic Sea Area extending to Russia, the Far East and China. • Transport development is to be treated as an integrated system, which focuses on the shift to more environmentally friendly transport modes and systems, preferably in line with the ”green corridor concept”. • Joint initiatives across borders, innovative solutions and intelligent transport solutions (ITS) are crucial components. • The EWTC is ready to take an active role in meeting the European transport challenges of tomorrow and to better capitalise on its potential to strengthen integration and economic development. We, the representatives of the EWTC Partnership herewith adopt the EWTC Vision, Strategy and Action Plan presented today in Vilnius. We commit ourselves to be active partners in the implementation of the EWTC Strategy and Action Plan. The EWTC Strategy and Action Plan describes 13 actions clustered into 5 different themes. The themes are created in such a way as to facilitate an implementation independently of each other although it is envisaged that

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they all are co-ordinated with each other. The Action Themes are: 1. The East West Transport Corridor Coordination Centre 2. Business development 3. Hub development 4. Training and simulation support 5. Railway and road transport network We also recognise the need to take further steps towards a realisation of the Action Plan. Therefore we propose that: • One of the EWTC partners initiates a meeting at which the partners will have the opportunity to decide whether an association should be created or not and what kind of further actions that should be implemented. • One of the EWTC partners initiates a high level political meeting between representatives (transport ministers) from the governments of Denmark, Sweden, Lithuania and Russia to discuss findings and proposals elaborated on in the EWTC project documents. • The European Commission (DG Tren) is approached to designate the EWTC as one of the most central corridors within the Northern Transport Axis and the fact is highlighted that the EWTC already has a Corridor Organisation and Structure in place that will make a significant contribution to the development of the Northern Transport Axis. Thereby, the European Commission is encouraged to consider the inclusion of the EWTC in the TEN-T framework.

Vilnius the 11th of December 2007.

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Preface In the Baltic Sea Region, trade and traffic in the eastwest direction is increasing dramatically. The need to develop sustainable transport in the east-west direction is therefore of outmost importance. The “East-West transport Corridor (EWTC)” between Vilnius and Esbjerg via the Öresund region, includes several TENT ports, road and railways links, parts of the Nordic triangle and Corridor IX B/D in Lithuania /Kaliningrad. The EWTC has a strong and growing market position, but is hampered by bottlenecks and lack of intermodal transport concepts. The Northern Transport Axis is one of the five TransEuropean transport Axes defined by EU “High Level Group” in 2005. The Axis is the main trade and transport connection between Russia and EU countries. The fully operational EWTC, with the links Klaipeda-Vilnius-Moscow/Minsk and Kaliningrad-Vilnius, and the fast growing traffic makes the EWTC to one of the most important corridors of the Northern axis initiative. In addition, the EWTC is already now playing an important role to connect Europe with the emerging markets in Far East, China, Kazakhstan and the countries around the Black Sea. In the South Baltic Sea area increased international co-operation and co-ordination is thus necessary to deal with bottlenecks in the transport infrastructure and to develop sustainable transport solutions to take care of increased traffic and to decrease negative impact on the environment from the sharp increase of heavy vehicles on the roads. The project “East-West Transport Corridor” is a cooperative venture between 42 different partners – local, regional and national authorities, universities, harbours

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and private stakeholders – in Denmark, Lithuania, Russia and Sweden. The project started in 2006 with Region Blekinge as the Lead Partner. A project secretariat was established in Karlshamn, Sweden. The project is cofinanced by the project partners and the Interreg IIIB Baltic Sea 2000-2006 programme. The origin of EWTC stems from increased cross border traffic in the corridor and from different EU-financed projects like i.e. the Baltic Gateway. Traffic forecasts and conclusions from different projects in combination with a strong political support, announced the need for a transport corridor in the area. EWTC aims to strengthen the transport development through infrastructure improvements, new solutions for business, logistics and co-operation between researchers. During approximately 20 months an extensive workload has been carried out in the project. During this period a number of reports have been made, seminars, workshops and conferences hold and many interested discussions carried out between all the different partners in the project consisting of spatial planners, politicians, businessmen, public officers and researchers. The networking in the project has been impressive and the EWTC is now well known on high level in the Baltic Sea area. In your hand you are now holding a report that presents a vision, a strategy and a short-term action plan for the EWTC project. A Strategic Environment Assessment (SEA) has been carried out in the project to describe environmental impact in the corridor. The main conclusion of the SEA is that with increased road transport the negative impact on environment will increase. However, an implementation of the EWTC strategy aims to decrease this negative impact.

The aim is to develop the East-West Transport Corridor as an efficient transport corridor with close co-operation between interlinked hubs; meeting market demands for growing freight transport to and from Scandinavia and Lithuania in a more environmentally-friendly way. The strategy is based on the results of the EWTC project and has been discussed in public hearings in Vilnius and Karlshamn, and received broad political support (Annex 3). There is now a commitment to further support the development of the East West Transport Corridor. This document sets out the long-term goals for this development and outlines the next steps to be taken in a shortterm action plan.

The report was written by the Steering Committee of the East-West Transport Corridor project, with assistance from SWECO Eurofutures AB and Lagtolken AB. The work with the report has been supervised by the secretariat of the EWTC. Further information you will find on www.eastwesttc.org

EWTC Partnership

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Vision 2030 The East West Transport Corridor is an efficient transport corridor with close co-operation between interlinked hubs; meeting market demands for growing freight transport to and from Scandinavia and Lithuania with more environmentally-friendly transport solutions. The corridor stands out as a green corridor and is part of the Trans-European Network.

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The Strategy • Pan-European perspective. The EWTC has the potential to become an important East-West connection for Europe with conscious environmental aspirations. This relates in particular to the links between Northern Europe and the Far East, the Russian trade platform, the Northern entrance point to the Black Sea Region, and the connections between the Southern Baltic Sea Region and Scandinavia, as well as between Scandinavia and Atlantic Europe. • Integrated transport system. The links between, and integration of, the various hubs in the EWTC are key to the strategy. This concerns the further development and reduction of bottlenecks in the road and rail networks, the Motorways of the Sea, as well as business co-operation and steering mechanisms for more environmentally friendly transports. • Development of the hubs. The facilities and services provided at the transport hubs as well as the connection of the ports to their respective hinterlands are vital to the attractiveness and efficiency of the EWTC. For each of the hubs along the corridor the report identifies a number of specific strategic priorities.

seriousness of national commitment to the Strategy could however be further shown by developing common “ground rules” for its implementation. This could include principles for future management, such as the competence needed and environmental goals, and indicators for the evaluation of projects and for monitoring. Such steering would further support the aim to become a “green corridor”. The conclusion of this SEA is that the implementation of the Strategy may lead to increased road traffic which may produce significant negative impacts on the environment, in particular with regard to the international and Europe-wide goals on green house gas emissions. This conclusion does not imply however that it is not a “green corridor”, as the growing road traffic may take other and less environmentally friendly routes than the East-West Transport Corridor. The ambition to support sustainable solutions and the conscious approach to solving problems with regard to the environment support the conclusion of a “green corridor”.

The environmental implications of the Strategy were discussed in the SEA presented in chapter 3. An aim is to limit negative environmental impacts, and the strategic vision was elaborated in order to “stand out as a green corridor”. New “green actions” were developed during the hearing period, and are examples of a high ambition to integrate environment into the planning and the future implementation of the Strategy. Even with that ambition and the proposed “green actions” it is however reasonable to foresee both negative and positive effects related to the actual future implementation of the Strategy. The magnitude and type of effects will partly depend on its support within the partners and its potential to steer future co-operation and decision-making towards environmentally better solutions. The Strategy includes possible ways forward with regard to steering, which is a very good first step. The

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”

East is east and west is west but there are more innovative and better ways for them to meet

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The Action Plan 2008 - 2013 To realise this strategy 13 actions have been developed and for each action concrete measures, expected outputs, potential project partners and funding possibilities have been identified. The actions are presented in chapter 4 and can be summarised under following headings: • The East-West Transport Corridor Co-ordination Centre handles branding both externally and internally, overall strategy and global networking. Regional partners are predominantly represented here. • Business development handles both transportrelated businesses but also the ‘spin-off’ effects of increased transport volumes. This also includes issues relating to customs and tariffs. Private companies and the ports are the main actors. • Hub development, including Motorways of the sea, terminal security and safety, inter-modal solutions etc. The ports take on the main responsibility here. • Training and simulation support, models and calculations optimising the services and routes in the corridor. The training of staff, setting up promotions centres and incubators aiming at equalising the supply of staff and a harmonised corridor. The universities take on the main responsibility here.

• Developing the transport networks including public-private partnership solutions. The development of an implementation plan including road, rail and public transport with significant environmental ambitions, also including ITS investments. National rail and road administrations are the core actors.

The strategy and actions are based on the work carried out in the context of the EWTC project during 2006 and 2007. The main results of the INTERREG project and its various Work Packages are presented in Reports and a List of Reports could be found in Annex 2. The main conclusion is then that it is now time to move from analysis to action. It is time to focus on the infrastructure investments and co-operation mechanisms in respect of increasing the attractiveness of the hubs and the quality of the connections between the hubs, as well as the integration of the East-West Transport Corridor with other pan-European and international networks. In the context of this work environmental awareness will play an important role. Taken together, this will allow the EWTC to develop into a green transport corridor which will help Europe to master the transport challenges that undoubtedly lie ahead.

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” ” The container has done more for man kind than the Internet does today

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Strategy, SEA and Action Plan The East-West Transport Corridor (EWTC) is a growing transport corridor with the potential to serve the increasing needs of east-west transport capacity across the Baltic Sea. The corridor is already an important part of the regional transport system between Denmark, Sweden and Lithuania, and it forms a part of the global trade corridor that links to Russia, the Black Sea Region and the Far East.

The aim is to develop the East-West Transport Corridor to the extent that it is recognised as part of the TransEuropean Network (TEN), i.e. acknowledged Europeanwide as a supplement to the existing TEN corridors in serving the growing transport volumes, and with a strong focus on environmentally friendly transport solutions.

The East-West Transport Corridor in brief The EWTC is an important transport corridor, which • is a network of transport links, connected to the main route from Esbjerg in Denmark to Vilnius in Lithuania, • connects the two capital regions Copenhagen and Vilnius, and combines a number of important transport nodes, such as Esbjerg, Malmö, Karlshamn, Klaipeda, and Kaunas, • links-up with other important transport nodes and destinations in the Baltic Sea Region such as Kaliningrad, Gdynia-Gdansk, Gothenburg and Oslo, as well as german ports, • has a large area of influence though it’s hubs, which are of strategic importance for goods and transport in their respective country, the Baltic Sea and also for European trade with Russia, the Black Sea Region and the Far East, • consists of an inter-modal transport system with each of the different transport modes being links in the national and European transport system (including TEN ports and national priority railways and motorways), • experiences higher growth figures in transportation than many other official European transport corridors within the official TEN-T network, • is an important transport corridor within the EU with the potential to become part of the European TEN-T network, and • is committed to sustainable development and Europe’s transport needs and to contribute to mastering Europe’s transport challenges in a more environmentally friendly manner.

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1 The need for more sustainable transport corridors The volume of freight transports is increasing, both within Europe and between Europe and its neighbouring territories particularly in the East. The growth of transport in the Baltic Sea Region and between Eastern and Western Europe makes it necessary to develop additional trans-European corridors based on existing transport passages. In the larger European perspective the “European Northern Transport Axis” is envisaged to facilitate the transport requirement between Europe and its Eastern neighbourhood. Linking into this axis the East-West Transport Corridor offers the possibility for smooth and environmentally responsible transportation to and from Scandinavia and Lithuania. The concentration of transport flows in the East-West Transport Corridor will enable the development of efficient and more environmentally friendly transport solutions as an important part of the Northern Transport Axis.

Extra BSR trade 2003-2020

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1.1 East-west transport flows are growing rapidly Increasing globalisation and European integration lead to new transport challenges. On-going European integration will lead to a rapid increase in the transport of goods and people in all directions across Europe. The total trade volume in the Baltic Sea Region is expected to grow by 54 percent between 2003 and 2020. In absolute terms, total intra-BSR trade is expected to increase from 327 mill. tonnes to 503 mill. tonnes between 2003 and 2020, and the total extra-BSR trade from 1,133 to 1,585 mill. tonnes (Maritime Outlook 2006). In particular East-West transport is expected to grow substantially. Transport flows between Russia, the Black Sea region, Caucasus, Central Asia and China and other parts of the Far East on one hand, and Europe on the other, will also continue to increase. This will result in a growing demand for reliable, efficient, fast and flexible door-to-door transport solutions. New transport solutions and routes must be developed as the current solutions approach their capacity limits. Much of this increase in demand will be answered by the provision of additional transport on the European road network. The European road network will however not be able to absorb all of the heavy vehicles that this growth in freight volume will imply. The need to develop alternatives is therefore a necessity.

The European Commission further develops European transport policies with regard to the new geopolitical context following continuing EU enlargement. The aim here is to better connect the trans-European tranport infrastructure with the axes of the neighbouring countries.

Among the axes proposed in this context is the Northern axis which is to connect the northern EU with Norway to the north and with Belarus and Russia to the east. This Northern axis needs however to be linked to transEuropean networks for the transport within Europe, and

Intra BSR trade 2003-2020 – North-South dimension

Intra BSR trade 2003-2020 – East-West dimension

(Source: Maritime Outlook 2006. Figures include crude oil and chemicals).

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this is where the East-West Transport Corridor is one of the solutions. The lack of capacity in many transport corridors is a threat to future growth and to European integration. Road congestion along the major routes in Europe indicates that many of the main transport corridors are already close to their capacity limits. The East-West Transport Corridor should therefore develop as an efficient part of the Northern axis. The growing transport flows will also bring environmental implications which become increasingly difficult to bear, especially when they are based on road transport. There is already a call for more sustainable transport services, and the demands for more environmentallyfriendly and safer transport systems will only increase in the future. The challenge then is to strengthen transport corridors which have the capacity to increase their services and can guarantee flexible, efficient and fast deliveries, and which can also be expanded within the context of relatively low environmental costs. It is then necessary to explore the opportunities for transport corridors that combine sea and rail transport in order to supplement the overloaded road networks. The East-West Transport Corridor is such a corridor, with a high potential for further development and the ability to contribute to more efficient trade and to transport solutions which are more environmentally friendly. Transport volumes will increase and thus the question is whether this goods transport simply finds its own routes or whether long-term strategic planning can help develop the most suitable routes which both meet the demands of the carriers, as well as those of society in general and the environment. The aim of the East-West Transport Corridor Strategy is therefore to develop a transport corridor which can absorb increasing transport volumes and, through the concentration of cargo flows, reach volumes and frequencies which allow for more environmentally friendly transport solutions. This is why the capacity of the hubs and the links between them and other relevant destinations need to be developed. With a series of strategic investments the East-West Transport Corridor can increase its attractiveness for international transport carriers. A targeted management of the East-West Transport Corridor will at the same time make sure that high environmental ambitions are met and that the progress of the environmental work is continuously monitored.

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1.2 EWTC as a part of the Northern Transport Axis The Northern Transport Axis is one of the five TransEuropean transport Axes defined by EU ”High Level Group” in 2005. The Axis is the main trade and transport connection between Russia and EU countries. The preliminary proposal for the Northern Transport Axis includes Klaipeda- Vilnius- Minsk and Kaliningrad Vilnius. These two corridors are integrated parts of the EWTC concept. In Denmark, in south Sweden and in Lithuania the EWTC defined as the corridor from Esbjerg to Vilnius via Oresund and Blekinge today has a concentration of transport flows that exceeds any other corridor serving east-west bound traffic in the south Baltic Sea Area. The EWTC is a fully operational link with general traffic. The integrated links Klaipeda-Vilnius-Moscow/ Minsk and Kaliningrad-Vilnius, and the fast growing traffic makes the EWTC to one of the most important corridors of the Northern Transport Axis initiative. In addition, the EWTC has potential to play an important role to connect Europe with the emerging markets in Far East, China, Kazakhstan and the countries around the Black Sea. One of the conclusions made in the East West Transport Corridor project is that the Northern Transport Axis initiative is crucial for the social and economic development of the Baltic Sea Region and that the partners of the project are ready to take an active role in meeting Europes transport challenges. In that context EWTC is a central and important corridor that already has an organisation and structure that can contribute to the development of the Northern Transport Axis approach. The East-West Transport Corridor is ready to take an active role in meeting Europe’s transport challenges of tomorrow and to better capitalise on its potentials and strengthen its links.

1.3 A strategy based on experience gained from the EWTC project This is the Final Report from the East-West Transport Corridor (EWTC) project carried out in 2006-2007 as part of the Interreg IIIB 2000-2006 Baltic Sea programme.

In Chapter 2, a strategy for the future development of this East-West Transport Corridor as one of the main transport corridors for the freight of goods coming into Scandinavia from Asia and South Eastern Europe is outlined. The time-perspective for this long-term strategy is the year 2030. An important part of the process of developing the strategy has been to carry out a Strategic Environmental Assessment (SEA), aiming at integration of economic and environmental effects at an early point in time. The SEA is reported in a separate document, with a summary being provided in Chapter 3. The initial necessary steps towards the implementation of the EWTC strategy are described in the form of a

short-term action plan, where actions mature enough for implementation before 2013 are included. These actions are described in Chapter 4. The long-term strategy for the future is, as well as the short-term action plan, developed on the basis of the findings from the EWTC project. The strategy follows on from the ideas developed by the project participants through seminars, research and other activities. These ideas have been collated from EWTC project reports, interviews with project partners and researchers and – last but not least – from the discussions held within the Steering Committee.

Key Concepts • Interreg programmes are cross-border and trans-national co-operation programmes that are implemented by the European Commission (under the Structural Funds) and by the involved countries and regions. • Interreg projects are co-operation projects including partners from at least three countries, co-funded by the partners and of an Interreg programme. • The East-West Transport Corridor (EWTC) is the name of the 2006-2007 project carried out by 42 partners in the south Baltic Sea region. • The EWTC is also the name of the transport corridor from Vilnius to Esbjerg, which links the regions in Asia and South-East Europe with destinations in Scandinavia. • Environmental effects are changes in the environment of significance with regard to the population (especially health), landscape (including natural and cultural heritage), climatic factors and material assets, and with regard to the interrelationship between these factors. • Strategic Environmental Assessment (SEA) is a procedure for the assessment of environmental implications of a proposed plan or programme, as required by the SEA directive and national legislation. The purpose of SEA is to integrate environmental concerns into strategic planning and to formulate criteria for future decision-making. • Environmental Impact Analysis (EIA) is a procedure for the assessment of the environmental implications of concrete investments, as required by national legislation. • Corridors, or more exactly, Pan-European Corridors and Areas (PEC) were developed in 1994 and 1997 to connect the EU-15 with the then neighbouring countries. Following the 2004 and 2007 enlargements, the Corridors are now mainly within the EU and thus part of the TEN network.1 • Axes, or more exactly, Trans-national Axes have been developed to better connect the major axes of the trans-European networks with those of the neighbouring countries. In 2007 the Commission proposed five trans-national axes. • Green corridor The concept of green transport corridors is defined as a concentration of freight traffic between major hubs and by relatively long distances of transport where short sea shipping, rail, inland waterways and road complement each other to enable the choice of environmentally friendly transport.

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The strategy is based on the work of the EWTC project. The project has been carried out following a specific approach and methodology, as illustrated in the figure below. The main focus of the project has been on business development. One has followed the demand and supply

aspects for transportation within the corridor as well as from the EWTC corridor to other parts of the world. Key words describing the project approach are the future perspective (including scenarios and visions), the analysis of bottlenecks and communication with the users.

Description on how the research and study activities has been co-ordinated with the market demand for effective transports in the project.

Cooperation along the PECs is organised through non-binding Memoranda of Understanding (MoU), which also establish a Chair and Secretariat for most of them. The financing of the Secretariats, being the responsibility of one country along the Corridor, has been uneven and much depends on the particular circumstances of the PEC; in particular, the following weaknesses have been identified:

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• Planning and prioritisation of investments is in most cases done in a piecemeal fashion that follows national logic neglecting the needs of international movements along the whole axis. • The focus is on infrastructure and insufficient attention is paid to removing non-infrastructure related bottlenecks, which are often the primary cause for delays, particularly at border crossings. • There are no commonly agreed methodologies to assess the economic, social and environmental impacts of plans and projects that would meet the standards of best international practice.

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2 A long-term strategy The vision for 2030 is that: The East-West Transport Corridor is an efficient transport corridor with a close co-operation between interlinked hubs; meeting the marked demands for growing freight transports to and from Scandinavia and Lithuania in a more environmentally-friendly way. The corridor stands out as a green corridor and is part of the Trans-European Network.

This implies a need to strengthen the links of the various transport gateways/hubs (a) with their hinterland and (b) with each other. The task is to take strategic action in order to increase the attractiveness/competitiveness of the corridor. In so doing, the hubs attract higher volumes which allow for more frequent links with possibilities for modal shifts towards rail and hence more environmentally friendly transport alternatives, and at the same time offer incentives for economic growth. The aim is to develop more environmentally friendly transport solutions within the East-West Transport Corridor: this can involve transport management, better comodality, more attractive alternatives to road transport, more environmentally friendly road transport. Progress here will be monitored using various indicators and the aim is to create a green corridor.

of green propulsion. Green corridors could be used to experiment with environmentally-friendly, innovative transport units, and with advanced ITS applications. A number of initiatives are coming together in EWTC to promote this objective, including the freightoriented railway network, motorways of the sea and NAIADES. Fair and non-discriminatory access to corridors and transhipment facilities is a requirement for co-modality and needs to be addressed. Restrictions of access to the market for terminal operations, inter alia, in ports and marshalling yards, can have repercussions to the customers of these facilities. Open and non-discriminatory access for operators and customers of these facilities should be ensured in accordance with the rules of the Treaty. Furthermore, it is crucial to ensure the financing of investments and co-operation, and to provide an efficient management of all the necessary elements, including managing environmental issues, as the development opportunities of the single hubs are interlinked.

The concept of green transport corridors is defined as a “concentration of freight traffic between major hubs and by relatively long distances of transport” according to the Communication from the Commission: Freight Transport Logistics Action Plan. The industry along green corridors will be encouraged to rely on co-modality and on advanced technology in order to accommodate rising traffic volumes while promoting environmental sustainability and energy efficiency. EWTC will accordingly to the definition reflect an integrated transport concept where short sea shipping, rail, inland waterways and road complement each other to enable the choice of environmentally friendly transport. They will be equipped with adequate transhipment facilities at strategic locations (such as seaports, inland ports, marshalling yards and other relevant logistics terminals and installations) and with supply points initially for biofuels and, later, for other forms

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In a time of increasing globalisation and growing economic interaction and integration between east and west, hub functions and the co-operation of hubs need to be considered at different geographical scales. This relates to their function in the larger transport networks, their economic importance as well as their environmental implications.

The East-West Transport Corridor plays a role at three different geographical levels: • The pan-European level highlights the role of the corridor for trade between Asia and South-East Europe on one hand and Northern Europe and Scandinavia on the other. The increased volume of transit traffic and the relations between EU and Russia are also important factors here.



• The EWTC level emphasises the role of the hubs and the links between them in order to assume responsibility for serving the region with additional transport routes. In order to develop a better-integrated transport corridor, improvement must be made in terms of infrastructure as well as business co-operation and steering mechanisms for efficient and more environmentally friendly transport solutions. • The hubs are important gateways for goods transport to and from their respective countries and regions, and their functionality is therefore crucial. The hub level focuses on the hubs and their links with their respective regions considering transport links as well as environmental, economic and social impacts.



 

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2.1 The East-West Transport Corridor in a pan-European perspective In a worldwide and pan-European perspective, the EWTC has the potential to become an important eastwest connection with conscious environmental aspirations. This transport corridor can strengthen its position with regard to various other links: • Links to the Far East. The growing economies in the Far East are linked to Europe and the East-West Transport Corridor via the Trans-Siberian Railway and the II and IX Pan-European corridors. The TRASECA corridor, following the old Great Silk Road, offers links to the Caucasus region and the Caspian Sea. These links can, in the long run, develop into alternatives to sea transport of all goods from the Far East to Europe. Infrastructure investments and political agreements along this route are in the making. Indeed, the sea route is approximately 20,000 kilometres whereas the Trans-Siberian train line to the Southern Baltic Sea is about 11,000 kilometres. As compared to shipping the train route is shorter and faster, and offers more flexibility in timing and volume as regards the transported goods. This is also beneficial for the environment in terms of reduced emissions of green house gases and other air pollutants as well as the reduced risk of sea pollution. In a strategic long-term perspective this link can be further developed focusing in particular on issues of reliability and smooth cooperation procedures between the partners.

East West Transport Corridor connecting Europe and Asia

• Russian trade platform. The EWTC can become an important player in the market for Russian freight export and imports via the II and IX Pan-European Corridors linked to the ports of Kaliningrad and Klaipeda. This will improve the transport links for Russian-Scandinavian trade, but will also be a platform for transport links between Russia and the rest of the world. In 2005, the container train “Mercury” running from Lithuania to Moscow was launched with the goal of attracting more container cargo to the ports of Klaipeda and Kaliningrad. This link is not operating at the time of writing, but the necessary negotiations at the political level and, among others, agreements between Belarus and Russia are now either in place or underway. Opportunities to promote these links in the future should be considered in order to strengthen European East-West trade. From a strategic perspective in particular cooperation routines and the establishment of trust and mutual reliability between the various partners are key issues for the development of these links.

Container train ”Mercury” train route

• Northern entrance point for the Black Sea region. The shuttle train Klaipeda-Odessa running along the IX Pan-European Corridor (via Minsk to Odessa) has considerable development potential as the economic growth in the region and integration into the European co-operation orbit are continuing. With increased capacity in the transport routes between Lithuania and Sweden, Klaipeda and Blekinge (Karlshamn/Karlskrona) can be developed as important hubs for trade between the Black sea region and Scandinavia and beyond. In 2004 the train service “Viking” was jointly established by the Lithuanian, Belarusian and Ukrainian national railway and seaport cargo companies, and the service has experienced an impressive growth since then. Potential also exists to transfer containers across to Klaipeda port by sea transport from Scandinavia as well as via the Mukran-Klaipeda ferry-line, which can then

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be carried on further to the Ukraine, Belarus, the Near East and the Caucasus, via the Il’yitchovsk and Odessa sea ports. The railcars with containers can even be delivered to Georgia, Armenia and Turkey. This link shows considerable development potentials which should be used. In a strategic perspective this development of the hubs in Lithuania and smooth cooperation between the various hubs in the EWTC remain key issues. Related applications for the Motorways of the Sea are also under discussion. • Linking the Southern Baltic Sea Region and Scandinavia. The ports in Lithuania, Kaliningrad and Blekinge are natural hubs for trade between Scandinavia and the Baltic States plus Kaliningrad. Their geographic location and the historic and ongoing trade relations laid the groundwork for joint future developments. Good services with high frequency assure smooth trade connections between any destination in Lithuania and Kaliningrad on the eastern side of the region and between Sweden, Denmark and Norway in west. Moreover, the connections of the single hubs to destinations outside the EWTC are also important for regional development potentials. Indeed, this is a particularly important strategic dimension for the future strengthening of the EWTC. In particular it relates to the further development of infrastructure links and services between the hubs as well as the smooth cooperation and handling of transport between the hubs. This also involves the development of the infrastructure in the single hubs.

Container train ”Viking” Development dynamics in TEU

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• Connecting Atlantic Europe to Scandinavia. The port of Esbjerg is a hub for Scandinavian trade with other hubs West of Scandinavia. Esbjerg is an important EWTC gateway for goods transport coming from, or going to, the West. For a strategic further development of this gateway function to take place however the bottlenecks in the Danish transport infrastructure need to be addressed, in particular, the pressure on the transport capacity in the wider Copenhagen area including Øresund and the links to Skåne in Sweden. The EWTC is an important platform for trade between its different regions and other parts of Europe. The connections discussed above will most likely all experience a considerable increase in transport volumes over the next decade. As such, the development of these links is a strategic issue in terms of being able to smoothly handle the increasing transport volumes expected while also limiting the environmental impacts of this volume increase.

Container train ”Viking” train route

2.2 The corridor as an integrated transport system The links between and integration of the various hubs in the East-West Transport Corridor is a main feature in the drive to fully capitalise on the potentials they have in the global transport market and to steer the region towards sustainable transport solutions. This concerns first and foremost the links between the hubs within the corridor but also those to other destinations in the respective countries concerned including important destinations such as e.g. Gothenburg, Oslo or those along the Rail Baltica. With regard to the environment, the possibility of influencing a modal shift in, and modernisation of, the means of transport are prioritised. The vision for 2030 is based on high ambitions for the various developments along the East-West Transport Corridor. To make the vision come true, formal structures similar to other formal Pan-European Corridors and Areas (PEC) will provide a platform for strategy implementation.

railways, their integration into the national rail networks and, more generally, the capacity of these national networks are key issues. Whereas the port of Klaipeda is well integrated into long distance train cargo nets throughout the continent, the other ports are still working on this. In particular for the Scandinavian side the connection of the ports to the railway network and the establishment of attractive rail services (frequency, price, speed) are strategic key issues. An improved railway system within the corridor and beyond will have environmental benefits as compared to other transport modes. • Motorways of the Seas. The concept Motorways of the Seas (MoS) is intended to concentrate trade flows to sea-based logistical routes. The objective here is to open up alternatives to road transport and to reduce road congestion. Four MoS areas have already been designated within the EU and one MoS area is targeted for the Baltic Sea. Giving the ‘inland sea’ nature of the Baltic Sea it undoubtedly boasts good MoS development possibilities. This highly sensitive sea however also requires high quality risk management and environmental protection. The sea transport corridors connect important future gateways for trade between the Baltic Sea Region, the European continent and the rest of the world. The region’s closeness to large markets in both East and West strongly

• Railway systems. Integration of the various national railway systems into the transport corridor is an important issue for the development of attractive and environmentally friendly services. Currently rail has only a limited share of the goods transport market in the EastWest Transport Taking a Corridor Perspective Corridor. A capacity for growth exists in Lithuania, but is very limited in Denmark and Sweden. Given the expected increases in transport volume, the share of freight transport by rail will have to be increased although the lions share will continue to remain on the road also in the future, especially in the western parts of the corridor. In order to achieve high rail volumes the integration of the ports through port access

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promotes this development. A further integration of the Motorways of the Seas in the EWTC work and the further development of the multimodal capacity of the harbours across the region will be a key issue for strategic future developments. • Road networks. Most of the sea ports in the EastWest Transport Corridor depend on the delivery of goods by lorry. Thus a key aspect for their competitiveness is their integration into a high standard road network for smooth, fast and safe delivery. In many parts of the corridor improvements in the road network linking the hubs would also improve the attractiveness of the nearby ports. At the same time the steering of the lorry transport along certain corridors becomes an increasingly important issue as are the environmental impacts of the growing volume of road transportation. For the strategic further development of the EWTC the overcoming of bottlenecks in the road system and the capacity to take care of the growing transport volume are of strategic importance. As regards the steering of transport to certain corridors as well as their environmental impacts and the funding of the necessary investments, road charging systems may have a strategic role to play in the future. • Business co-operation mechanisms. In addition to the physical transport infrastructure, the success of the EWTC also depends on the handling of such transport. This includes the flow of information across national borders and between the single hubs as well as the smooth handling of imports and exports related to national legislations, customs etc. Contacts with and between various authorities are important, as are the relations between private actors, as they all have to cooperate to achieve a smooth handling of transport flows. Joint handling routines and standards is a key issue for improved service towards carriers, and hence for the strategic development of the EWTC.

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• Steering mechanisms. The high ambitions as regards the efficient use of the transport infrastructure and environmentally friendly transport solutions demand action in this field. The East-West Transport Corridor has both the potential and the ambition to provide attractive alternatives to road transport, using road charging as a steering instrument, as well as options for more environmentally friendly road transport, e.g. through better capacity utilisation and the use of “green” energy. To implement the ambitions regarding more environmentally friendly transport, steering and monitoring systems – including indicators – need to be developed and jointly set up. • Intermodal terminals. In a corridor aiming to achieve an intermodal and seamless transport chain the terminals play a significant part. Their specific function is to assure a smooth and efficient goods handling which means that they need to operate with a similar standards and integrated systems. With an integrated system the corridor can coordinate transports and cluster freight volumes so it becomes efficient and reliable.

2.3 Development of the hubs The facilities and services at the ports as well as the connection of the ports to their respective hinterlands are vital elements in the attractiveness and efficiency of the transport corridor. The expansion required and the facilities needed have to be managed with regard to environmental risks and qualities designed to support sustainable development. • Esbjerg is the most Western port of the EWTC and is an important transport hub to and from the corridor. Road and railway connections as well as an inter-modal terminal are the main features of the development of Esbjerg, and the Port will also file a MoS application for investment support. The pre-feasibility study of the road connection to the port of Esbjerg shows that the growth in traffic will create load rates up to 130% of the capacity on the existing road in 2015, which will result in low service levels. By the construction of a new by-pass road the service level will however be improved and the traffic will be processed acceptably. At a strategic level in particular the planned increase in the port capacity through an inter-modal terminal is a key issue, even if investments in improved rail ser-

vices not are profitable in the short-term perspective. Another key issue to be solved here is the Danish Høje Tåstrup bottleneck with the possibility of developing the link over Køge emerging as an alternative solution. Figures for 2006, in tonnes: Total turnover: .................................... 4.3 million Trailer/container cargo: ...................... 2.0 million General cargo: .................................... 0.3 million Liquid fuels: . .......................................0.7 million Stone, stand and pebbles: ....................0.4 million Fossil bulk: . .........................................0.6 million Solid bulk: . ..........................................0.1 million Fish in tonnes: . ................................... 2.0 million Regular shipping lines: Trondheim, Bergen, Stavanger, Kollafördur, Kopavogur, Oslo, Oslo Fjord, Lysekil, Wallhamn, Szczecin, Hamburg, Bremerhaven, Amsterdam, Vlissingen, Antwerp, Zeebrugge, Aberdeen, Immingham, Boston, Harwich, Prufleet, Portbury, Southampton, Cork, Drogheda, Belfast

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• Taulov-Fredericia is an important EWTC hub. The port is the second largest in Denmark and has good facilities in terms of a modern and competitive transit centre, with a new inter-modal terminal with good storage capacity. Furthermore, the railway infrastructure between Taulov and the Øresund Bridge is currently being updated (including signals) in order to ensure punctuality and the highest possible level of service. Taulov is also an important stop on the rail connection between Esbjerg and other Scandinavian destinations. The main challenge for the future here is the train capacity between Ringsted and Copenhagen and the transport challenges within Greater Copenhagen.

• Copenhagen/Malmö is an important destination and transport node within the EWTC. Crucial issues here include the need to run transport connections through dense settlement areas and the fact that the Øresund Bridge will already meet its capacity limits in the near future. Thus the strategic development of the EWTC needs to take into account the fact that the Copenhagen/Øresund Region will develop into a considerable bottleneck and may then pose a significant challenge to smooth transport linkages through this area. At a strategic level discussion over other transport possibilities across the Øresund may be raised, this might include the possibility of sea transport directly from, and to, other ports in the EWTC. As regards the port targets for 2010 these include, among others, the opening of a new ferry, container and combi-terminal in Malmö, the further development of the logistic park in Malmö and the opening of the bulk areas at Prøvestenen in Copenhagen.

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Figures for 2006, in tonnes: Total turnover:................................ 16.1 million Regular shipping lines: Grimsby, Bremerhaven, Larvik, Brahe, Ventspils, Klaipeda, Mo i Rana, Bergen, Roningen, Malmö, Turku, Tallinn, Wallhamn, Hamburg.

Figures for 2006, in tonnes: Total turnover: ...................................16.6 million Containers: . ........................................ 0.2 million Ro-ro: .................................................. 0.3 million Dry bulk: . ............................................3.4 million Liquid bulk: ........................................ 6.2 million Regular shipping lines: Århus, Frederica, Copenhagen, Oslo, Fredrikstad, Larvik, Halden, Skien, Kotka, Helsinki, Hamina, Helsingborg, Gothenburg, Felixstowe, Hamburg, Travemünde, Bremerhaven, Rotterdam, Antwerp, Swinoujscie, Tallinn, Klaipeda, St. Petersburg.

• Karlshamn is a fast growing port. The trade flows with the countries of Eastern Europe currently using the port of Karlshamn has increased faster than any other international trade link in Sweden. Indeed, the port has connections to all important destinations in Sweden including Stockholm and Gothenburg as well as the Øresund Region and Oslo. There is then significant development potential here. One important precondition for its further development is the development of its railway connections. Investments should be made in the harbour area, in the SouthEast railway link providing easy access to IKEA in Älmhult and Volvo in Olofström, and in the Coastal railway as a strategic transport corridor. Furthermore, a new marshalling yard with three tracks and a new multi-purpose terminal is needed in the harbour itself. In a strategic sense the increase in the port’s capacity and, in particular, in its integration into the Swedish road and rail network are crucial for Karlshamn as an EWTC gateway for transport between Scandinavia and the Southern Baltic Sea Region and beyond.

Figures for 2006, in tonnes: Total turnover: .....................................7.9 million Bulk/general cargo: ............................ 2.3 million Oil/chemicals: . ................................... 2.9 million Forestry: . .............................................1.4 million Unitised cargo: . ...................................1.3 million Regular shipping lines: Klaipeda, Ventspils, Hull, Shoreham, Lowestoft, Belfast, Wicklow.

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• Karlskrona has also experienced a significant volume increase in its harbour traffic. It is the largest ro-ro and passenger port in Blekinge with three daily ferry connections to Gdynia. The distance between the ports allow for a round trip per day. More than 400,000 passengers, 75,000 cars and 88,000 units used this service in 2006. The road capacity from the port of Verkö through the city may be a future bottleneck. Depending of the traffic increase there is need for an improved road access or an alternative road section between the port area and road E22. To protect the environment there is a long-term need to move goods from road to railway. Necessary investments are a new shunting yard in the port and improvements of the access track between the port and the national railroad.

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Figures for 2006, in tonnes: Total turnover: .....................................1.4 million Unitised cargo: . ...................................1.1 million Forestry: . ............................................ 0.2 million Regular shipping lines: Gdynia

• Klaipeda is a rapidly growing port in Lithuania and an important junction between East and West. The freight volumes have increased by 11% in 2007 as compared to 2006, and the number of passengers with 24%. Klaipeda is the northernmost ice-free port in the eastern coast of the Baltic Sea and has shortest distance to South Scandinavia/Western Europe. Furthermore, Klaipeda is in close proximity to many important destinations in Europe, which makes it a suitable hub for Scandinavian trade e.g. with Belarus or Russia. A Klaipeda Free Economic Zone (FEZ), the first such zone established in Lithuania, has become a centre for investment. At a strategic level the development of the port capacity of Klaipeda with a new Passenger-Cargo Terminal, the southern and central road entrance to Klaipeda and the simplification of border crossing and custom procedures remain however key issues to be solved. Construction of a deep-sea port is envisaged, and preparatory works is under way.

Figures for 2006, in tonnes: Total turnover: ...................................23.6 million Container: ............................................2.1 million Ro-ro: ...................................................3.9 million Other general cargo: ........................... 2.0 million Liquid: . ............................................... 8.2 million Bulk: ....................................................7.5 million Regular shipping lines: Ferries and ro-ro: Kiel, Karlshamn, Åbenrå, Århus, Copenhagen, Fredericia, Sassnitz, Baltyjsk. General cargo: Saint Malo/Caen, Antwerp, Rotterdam, Karlshamn, Goole/Boston/Ipswich, Amsterdam, Rotterdam, Helsinki, Kotka, St. Petersburg, Södertalje, Rauma, Gävle, Gruvön, Skutskar, Norrsundet, Norrköping, Sundsvall Halstavik, Iggesund, Karskar, Husum, Domsjön, Jakobstad, Randers, Imatra, Sunila, Kemi, Inko, Kaskinen Container lines: Hamburg, Bremerhafen, Szczecin, Swinoujscie, Antwerp, Teesport, Gdynia, Rotterdam, Helsinborg, Riga, St. Petersburg, Gdansk, Södertalje.

Recent accesses to the Port Planned accesses to the Port

To Liepaja IX b

To Kaliningrad

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• Vilnius is the capital city and major economic centre of Lithuania and one of the largest financial centres of the Baltic States, generating approximately 35% of Lithuania’s GDP. Chemicals, pharmaceuticals, electronics, construction materials, textiles, food and other industries are developed in the region. Apart from the new logistic centre, the construction of which will commence in 2008, several inter-modal terminals are currently able to provide services to the

EWTC: containers and other ITU handling, warehousing, cold storage etc. Vilnius is the last logistic hub of the EWTC before the Belarus border and thus needs the ability to provide the EWTC with speedy and quality-based services. Vilnius is hardly affected by a significant overload of cargo flows and the construction of a circuit around the city is of significant importance both for the city itself and in terms of EWTC efficiency.

• Kaunas and its surroundings host some 20% of Lithuania’s enterprises. Located in the middle of Lithuania, Kaunas is the crossing point of two PanEuropean transport corridors, i.e. the I or Via Baltica (Warszaw-Tallinn-Helsinki) and the IX B (KlaipedaMinsk-Kiev/Moscow). Kaunas is situated at the confluence of the two navigable rivers of Lithuania – the Nemunas and Neris - and has traditionally had a river cargo and passenger port. The significance of Kaunas as a transport and logistics hub will increase with the performance of the first phase of the “Rail Baltica”

project, which is a strategic and sustainable rail project linking (with European gauge railways) four new Member States of the EU - Poland, Lithuania, Latvia and Estonia, as well as Finland. Having a 1520mm gauge connection to the CIS countries, Kaunas will play a significant role as a logistic crossroads for the EWTC in a North-South direction. Kaunas offers a good railway transport system and an international airport increasing the city’s attractiveness for both logistics and industrial purposes. One of three public logistic centres of Lithuania is planned for Kaunas.

• Kaliningrad is a western outpost of the Russian Federation located in the centre of Europe on the south-east coast of the Baltic Sea. Next to St. Petersburg, Kaliningrad serves as a gateway towards Western Europe and has strategic opportunities for attracting freight transport between Europe and Russia and also, along the Trans-Siberian Railway, from countries in Asia. These gateway functions are currently being further developed with regard to sea, rail, road and air transport. Moreover, in respect of the ambition to develop the EWTC into a platform for trade with Russia, Kaliningrad can take play a key strategic role here. To fully capitalise on the potential, considerable investments in the port infrastructure and modernisation of the highways are need and, in particular, a smoothing of international cooperation procedures is required for reliable goods transport.

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Figures for 2006, in tonnes: Total turnover: ...................................15.2 million Containers: . ........................................ 0.8 million Ro-ro: .................................................0.06 million Dry bulk: . ........................................... 4.2 million Liquid bulk:......................................... 9.6 million Regular shipping lines: Kiel, Klaipeda, Kolding, Rotterdam, Antwerp, Hamburg, Bremerhaven, Felixstowe, Baltiysk, Lübeck, St. Petersburg.

3 Environmental impacts of the strategy The purpose of this strategic environmental assessment (SEA) is to identify significant negative or positive impacts that may arise when implementing the Strategy and ways to manage them. It is also a way to strengthen the policy work by identifying environmental potentials and constraints, developing alternatives and supporting consultations on the Strategy by clarifying important issues for debate. A SEA is therefore both a way to increase environmental concern, by integration of environment in planning, and a support for consultations and decisions by visualising important environmental issues. The Strategy and the SEA were subject for public hearings in Lithuania and Sweden. Environmental

aspects were however not discussed at the hearings. The results of the integration in this case is nevertheless an elaborated environmental vision for the Strategy, a conscious search for ways to become a “green corridor” and prioritised actions to support that. A problem that is common for transport actors internationally is however the following. The environmental costs of many transport flows will, especially when based on road transport, become increasingly difficult to bear and especially global warming is a problem that can not be forwarded to future generations but needs to be solved soon. The challenge is to strengthen trans-

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ports which have the capacity to increase their services, guarantee flexible, efficient and fast deliveries, with relatively low negative environmental effects. The aim of the EWTC is to contribute to an efficient and sustainable trade from and to large parts of the Baltic Sea Region. The Strategy identifies the key issues in the development of such a corridor, with a focus on the hubs mentioned and the links between them, in order to reach this aim. The Strategy consists of long term issues - goals - as well as short term actions, some with site specific impacts. Specific locations and design is however not handled at this stage but will be a part of a future implementation of actions. This implies that an environmental assessment primarily identifies issues that need to be addressed in future decisions, in order to increase positive effects and mitigate significant negative effects. This underlines the importance of supporting the future decisions in keeping an environmental profile. The Strategy with its short term Actions are built on this assumption, which is very positive. The risks for significant negative impacts are mainly with regard to increased road traffic, which may work against goals for green house gas reduction, other air pollutions and for noise. The risk of accidents both on roads and in the sensitive Baltic Sea is another major issue. Accidents as well as ongoing pollution are threats to water resources. The significance of these negative effects depends a lot on the extent to which traffic is moved from other corridors to this corridor. The question of steering traffic to environmentally friendly solutions - by agreements, money, and technical tools for example - is crucial. The Strategy and Actions reflect this and are aimed at reducing the risks. Furthermore expansions around the hubs and lines may lead to degradation of landscapes and by that affect human health. The possibility to reduce the risk for negative effects is here within the power of the partners of EWTC. The commitment of these actors will in other words influence the impacts. Such commitment is not fully formalised at the moment and the risk is still present. The possibility to gain significant positive impacts rely mainly on the shift of transport from road to rail and the modernisation of sea transport, for example by increased use of environmentally friendly fuels, electrifications ports and enhanced loading. To steer the modal shift is difficult and international shipping is hard to influence through the work of one trade corridor. Ho-

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wever doing nothing to manage the present and growing transport demand - a so called zero alternative - must be regarded as less sustainable than attempts to steer and manage. The Strategy and its actions are conscious of the problems and seek solutions to support sustainability. The resent co-operation and agreement between significant buyers to raise collective requests on international transport for environmentally friendly solutions may be a further support for this. An environmental aim in the Strategy is to limit negative environmental impacts, and the vision was elaborated in order to “stand out as a green corridor”. New “green actions” were developed during the hearing period, and are examples of a high ambition to integrate environment into the planning and the future implementation of the Strategy. Even with that ambition and the proposed “green actions” it is however reasonable to foresee both negative and positive effects related to the actual future implementation of the Strategy. The magnitude and type of effects will partly depend on its support within the partners and its potential to steer future co-operation and decision-making towards environmentally better solutions. The Strategy includes possible ways forward with regard to steering, which is a very good first step. The seriousness of national commitment to the Strategy could however be further shown by developing common “ground rules” for its implementation and signing agreements to show such intent. This could include principles for future management, such as the competence needed and environmental goals, and indicators for the evaluation of projects and for monitoring. Such steering would further support the aim to become a “green corridor”. The conclusion of this SEA is that the implementation of the Strategy may lead to increased road and ferry traffic which may produce significant negative impacts on the environment, in particular with regard to the international and Europe-wide goals on green house gas emissions. This conclusion does not imply however that it is not a “green corridor”, as the growing road and boat traffic may take other and less environmentally friendly routes than the East-West Transport Corridor. The ambition to support sustainable solutions and the conscious approach to solving problems with regard to the environment support the conclusion of a “green corridor”.

4 Action Plan 2008-2013 The strategy consists of long-term goals and a number of short-term actions that should be achieved by 2013. These actions describe the first steps towards the implementation of the long-term goals outlined in the strategy. It is envisaged that the actions be accomplished by 2013. The actions proposed are clustered into five thematic fields: 1. The East-West Transport Corridor Co-ordination Centre handles branding both externally and internally, overall strategy and global networking. Regional partners are predominantly represented here. 2. Business development handles both transportrelated businesses but also the ‘spin-off’ effects of increased transport volumes. This also includes issues relating to customs and tariffs. Private companies and the ports are the main actors.

4. Training and simulation support, models and calculations optimising the services and routes in the corridor. The training of staff, setting up promotions centres and incubators aiming at equalising the supply of staff and a harmonised corridor. The universities take on the main responsibility here. 5. Developing the transport networks including public-private partnership solutions. The development of an implementation plan including road, rail and public transport with significant environmental ambitions, also including ITS investments. National rail and road administrations are the core actors. Each of the actions is presented in the form of a standard description, highlighting the specific goal of the action and the bodies responsible for implementation.

3. Hub development, including Motorways of the sea, terminal security and safety, inter-modal solutions etc. The ports take on the main responsibility here.

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4.1 Co-ordination centre The actions in respect of the EWTC Co-ordination Centre aim at the creation of a joint management structure for the East-West Transport Corridor which can

coordinate the activities necessary for the development and branding of the corridor. To start with, three actions have been identified, (1A) EWTC management, (1B) EWTC Branding and (1C) Green Transport Corridor.

Action 1A – EWTC Management Description:

For the action plan to be successfully carried out there must be a coordinating function, a management board which can support and coordinate the efforts made to improve the ETWC. The competitiveness of the corridor relies on fast, efficient and integrated transport hubs where the biggest investments will also have to take place. In this context intensified co-operation between these stakeholders is of crucial importance for the future development. This also includes closer collaboration with the Øresund region which is the biggest hub within the corridor, as well other parts of the Nordic axis. There is also a need for a body that acts as a spokesperson for EWTC-related issues and a contact point for politicians, potential clients and press.

Aim:

The main aim is to create an instrument that has the necessary level of credibility and is accepted by the stakeholders as being able to ensure the fulfilment of the EWTC action plan. This should be done by creating a body that coordinates the actions undertaken and communicates the results. The overall task for this action is to coordinate the work and steer the progress made towards the completion of the vision.

Measures:

• To create an instrument for the co-ordination of the action plan and the vision, including monitoring of results.



• Establish communication with national and European organisations and institutions.



• Define procedures and conditions for new partners who want to join the partnership.

Expected outcome: The implementation of the action plan, including recognition of the benefits of the EWTC. Potential partners: Local, regional and national authorities and institutions. Funding:

EWTC partners, EU institutions.

Initial Measure:

To create an instrument for the co-ordination of the action plan and the fulfilment of the EWTC vision.

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Action 1B - Branding the East-West Transport Corridor Description:

In order to make the corridor attractive and used to its fullest extent promotion and marketing is crucial. Promotion is aimed at both potential users, buyers and suppliers, and also internally to unify the stakeholders to enable them to send out a common message. It is also necessary that public organisations across all the levels from local actors to EU policy-makers are aware of its advantages and its purpose. The corridor needs local, regional and even national support to reinforce the brand, solve problems and support it financially. By enforcing a unified partnership the corridor obtains strength both politically and in the eyes of its clients. Investments in infrastructure and systems designed to improve inter-operability will only be effective if efforts are made to increase the level of awareness among potential clients of the corridor. The environmental aspect of a development towards inter-modality must be highlighted in this action. Many efforts are carried out where the environmental consequences are positive but at the same time taken for granted. Thus there is a need for a compilation of positive consequences that are to be promoted and emphasised.

Aim:

To define core values for involved bodies and to make the EWTC known to both potential users and decision makers. This should be applied by creating joint initiatives for marketing at exhibitions and in similar public contexts. One aim of the EWTC is to achieve TEN-T status for the full corridor. Branding and marketing of the EWTC should be well integrated with the development of the Green Transport Corridor.

Measures:

• To develop a trademark for the corridor. This includes physical layout such as logotype to be used and actively make sure it is distributed accordingly.



• Organise seminars aimed at public participation and potential clients along the corridor



• Publish articles in newspapers and actively participate in the transport-related debate.



• Disseminate the reports and papers produced in the context of the EWTC.

Expected outcome: To ensure the optimal usage of the corridor and to supply new and old users with adequate information on progress and hindrances. Potential partners: Local, regional and national authorities, private stakeholders. Funding:

EWTC partners, European institutions.

Initial measure:

To re-design and develop appropriate brochures, leaflets and similar material meant for distribution, this involves co-operation with a PR agency.

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Action 1C – Green Transport Corridor Description: In order to underline the seriousness of the aim to become a green corridor, environmental issues need to be handled in practise and not only in words. To get effective environmental consideration, common measures for the partners should be developed. A working group could coordinate the integration of environmental issues into the everyday work of the partners. With the SEA as a base and building on existing national environmental goals and indicators, such instruments for integration should be adapted for the partners various needs, and their use should be evaluated annually. Lorries will continue to play an important role for the transport in the corridor and rely on co-modality why it will be crucial to improve the traffic situation by using advanced technology and ITS solutions. Furthermore this action should evaluate possibilities and initiate steps towards a fully operational Bio-Fuel corridor with refuelling and service facilities along the entire corridor. Aim:

To develop the EWTC as a green transport corridor by increasing environmental awareness and concerns in all activities with environmental relevance taken to support the EWTC. To support the implementation of a modal shift towards rail by creating increased demand for a fully intermodal transport chain. To experiment with environmental friendly and innovative transport units and advanced ITS applications.

Measures:

• To develop common environmental goals for the EWTC, short term and long term, and to specify the goals when suitable for each region.



• To list prioritised environmental issues for groups of activities common



• To identify and list environmental knowledge needed in decision making with high environmental relevance.



• To translate the EWTC Strategy and Action Plan into gradual levels of implementation of the Green Transport Corridor Concept



• To draft an ”environmental agreement” addressing the above mentioned, to be signed by the participants.



• To implement Intelligent Transportation Systems (ITS) solutions.



• Take actions to become a Bio-fuel corridor.



• Adapt environmental strategies to the envisaged development of vehicle technology fuel and management tools.



• Develop a flexible ITS system for the transport companies and encourage the industry to rely on co-modality and on advanced technology



• To disseminate a summary of the above mentioned to major parties with activities of high environmental relevance in the EWTC

Expected outcome: Integration of environment in everyday thinking and by that achieving long time sustainable and effective transport solutions. Potential partners: Transport hubs, universities, innovation agencies, national and regional authorities. Funding:

EWTC partners, European institutions.

Initial measure:

Elaborate a detailed Green Corridor Concept including specifying environmental goals and indicators for actions performed in accordance with this Action Plan.

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4.2 Business opportunities The actions in the field of Business Opportunities aim at the promotion and capitalisation of business opportunities which the developments of the EWTC offer. This concerns transport-related businesses as well as the

‘spin-off’ effects of the growing transportation activities and also the attempts to overcome hindrances in the current customs and tariffs system. Initially three actions have been identified, (2A) Joint Stock Company for Railroad Development, (2B) EWTC Business Development and (2C) Focal Points on Customs and Tariffs.

Action 2A - Joint Stock Company for Railroad Development Description:

The development of the corridor must be accompanied by undertakings to connect the corridor with possible extensions in both directions. For connections with Asia, three rail routes should be extended: - For transports to/from the Far East the Trans Siberian route via Russia or the Kazakhstan route to/from China. - For transport through the TRASECA corridor between Klaipeda and Odessa the VIKING train solution - For connecting transports between Kaliningrad/Klaipeda and Moscow the MERCURY train solution. By choosing either of these routes the time on freight transports from the Far East can be seriously shortened in comparison with the current deep sea solution. This is also a more flexible solution offering the possibility to reload goods, on and off the trains along the route which can boost regional economies and open up new markets. The challenge is then how to make it fast, seamless, reliable and secure. The problems are mainly of a political nature, but there are also legal, economic, organisational and technical challenges.

Aim:

The strategic aim is to integrate the European, Central Asian and Far East markets, and to develop the interaction with Russia, Ukraine, Belarus and the Caucasus states. The practical aim is to provide a high-quality rail infrastructure. Through efficient operation by the railways concerned and active marketing these services should be able to accommodate the envisaged freight increase as a result of growing international trade. Such a development could have significant positive economic and environmental impacts.

Measures:

• Set up a joint stock company that will initially deal with similar problems to those of the custom and tariff-related issues currently being addressed between the EU and Russia.



• Develop a flexible pricing system adapted to the market demand.



• Develop adequate capacity at border stations where cargo trans-shipment is required.



• Address the political challenges connected with imbalanced traffic flows and trade restrictions.

Expected outcome: An operational and attractive freight solution, by train, from the BSR to the Far East serving as an competitive route to deep sea shipping. Potential partners: National railroad authorities, freight transport suppliers, public and private transport forwarders. Funding:

Joint Stock Company shareholders

Initial measure:

To set up a Joint Stock Company which can establish agreements with the states involved, investors and suppliers.

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Action 2B – Business development Description:

The investments made in the hubs and in terms of transport infrastructure are to be used by private stakeholders. During the EWTC process three different sub-projects related to business development have been initiated. These sub-projects have established a supply and demand group, working with integrated transport systems as an important part of the sustainable transport notion. Integrated transport must become a high quality service, which is seamless, reliable, available, accessible, secure, sustainable, accountable and affordable. The local authorities along the corridor have an interest in developing these business concepts further in order to enhance business competitiveness and attract people. It is necessary to implement balanced development between the hubs so that their capacity is optimised.

Aim:

To formalise the Supply and demand group and to further develop national and regional concepts to achieve a transnational impact. The stakeholders must jointly work out strategies for collaboration and co-operation in order to optimise ‘know-how’ and broaden the networks to achieve volume and freight clustering. An aim is to further join and unite the existing shuttles to the East, Mercury and Viking, including their possible extensions.

Measures:

• To further identify transnational products and opportunities of joint interest for the EWTC.



• Organise an annual conference on business development.



• To establish incubators whose function is to integrate the transport system to tie the hubs closer together.



• Cooperate with universities by taking on students to write promotional and scientific materials and to conduct other forms of investigation.



• Building capacity to reach larger customers.

Expected outcome: To attract more transport-related companies and more business establishments to the corridor. To reach out to an increasing number of operators who will work in accordance with the standards of the corridor. Potential partners: Hubs and transport companies. Funding:

EWTC partners, European programmes, national institutions, private stakeholders.

Initial measure:

Formalisation of the Supply and demand group.

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Action 2C – Focal Points on Customs and Tariffs Description:

The EWTC will contribute to the development of container block train operations in the East-West direction, but also along other Euro-Asian corridors. Currently, unnecessary delays exist in terms of EU-Russia transport due to the non-harmonisation of standards and the adoption of different approaches to supporting transnational transport. In order to overcome these problems it is necessary that both public and private stakeholders from across the entire BSR collaborate. The absence of a through-tariff, inefficiencies at bordercrossing points, and operational incompatibility between neighbouring railways must be addressed. Joint actions are required to further promote co-operation. The transport industry and operators must adapt and benchmarking is of the utmost importance for continued services in relation to market requirements.

Aim:

To improve the east-west connections by a reduction of transport costs connected with differences in national standards and regulations.

Measures:

• To stimulate the political processes concerning customs and tariffs.



• To provide a necessary and adequate political forum to discuss issues of common interest and plan joint actions to further promote co-operation.



• To harmonise document handling and customs procedures, contracting and permitting etc.

Expected outcome: Taking advantage of the east west transport capacity between the EU and Russia. Potential partners: Governments concerned, international organisations, public and private stakeholders along the EWTC. Funding:

EU Commission, national authorities, railway companies.

Initial measure:

To create a political forum to plan joint actions.

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4.3 Hub development The actions in respect of Hub Development address the major strength of the EWTC, namely, its hubs and their development potentials. Actions related to the planning and development of sea-ports and land-hubs touch on

issues such as the Motorways of the Sea, terminal security and safety as well as hub capacities and inter-modal solutions. To start with two actions have been identified, (3A) Logistic centre development and (3B) Motorways of the Sea.

Action 3A – Logistic centre development Description:

Inter-modal transport in Europe is pulling us in the direction of a second ‘industrial revolution’. Through new cooperative partnerships, changes in behaviour and the adoption of a long term strategy, inter-modal transport can eventually reach its full potential across the whole logistic chain. However, to make this happen, pinpointed and durable investments are required in infrastructure, equipment and information systems in order to improve the transfer of loading units between the various modes of transport – rail, sea and road. Any real increase in integrated transport will require a significant additional increase in transfer hubs along the corridor. The preparations and planning process are crucial in meeting the demands of effective, fast, cheap and reliable transport from the market, environmentally friendly transport and cohesion across the BSR. Transport security is a combination of preventative measures, human and material, resources intended to protect transport infrastructure, vehicles, systems, cargo and the work undertaken against intentionally unlawful acts. Currently there is a lack of harmonisation in terms of both legislation and regulation at both the EU and international levels.

Aim:

Ports and other hubs serving as fully integrated transport terminals for the corridor and the driving force behind the EWTC. The ports should also coordinate and set standards for passenger security and for handling of dangerous and hazardous goods.

Measures:

• To develop standardised inter-modal equipment.



• Evaluating all efforts in relation to the SEA to ensure environmental improvements.



• Integrating security and safety demands early in the planning of transport systems.



• Integrating different actors such as shippers, customs and terminal operators to harmonise environmental and security measures and to move from bi-lateral to multi-lateral agreements.

Expected outcome: Development of a network of fully integrated multi-modal transport terminals. Potential partners: Public and private owners of logistic centres, universities, regional and national authorities. Funding:

Owners of logistic centres, regional and national authorities.

Initial measure:

To produce a vision for a common service and security level for all the hubs along the corridor.

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Action 3B – Motorways of the Sea Description:

The increased volume of freight transport in the BSR will lead to road congestion. Therefore investments to increase the capacity for short sea shipping and rail transport are required. These investments will be essential for the strengthening of the inter-modal transport chain connecting Asia in the east to the most western parts of Europe. There is an apparent need for transport alternatives that cope with growth, lower the burden on the environment and enhance the competitiveness of the EU in general and the BSR in particular. The Motorways of the Sea will be the main arterial sea routes connecting the Sea-Hubs with the regional land networks. They will ensure both the inter-linkages with, and cohesion between, the regional ports and the economic regions in their hinterland, and the production and distribution centres, taking into consideration the TEN-T corridors and the priority projects.

Aim:

Within the EWTC one MoS proposal for Klaipeda-Karlshamn was submitted in 2007. The EWTC should continue to support the progress of this proposal but also support other ports, such as Esbjerg, enabling it to submit a proposal. The aim should be to have three ports approved for MoS funding in 2013.

Measures:

• To follow up the submitted MoS proposal and support it upon approval.



• To support Esbjerg with experience and knowledge and possibly join the partnership when submitting their proposal

Expected outcome: Three of the ports are approved for MoS funding in 2013 Potential partners: National transport authorities, private stakeholders, the ports of Klaipeda, Karlshamn and Esbjerg. Funding:

National and local governments and the ports, with co-finding from Motorways of the Sea

Initial measure:

Follow up the procedure of the submitted proposal

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4.4 Training and simulation support The actions in the field of Training and Simulation Support shall help to broaden knowledge of the EWTC and its transport developments and it approach to handling issues. A wide range of actors needs to become better

informed about the EWTC e.g. via promotion centres and incubators. To begin with, three actions have been identified, (4A) Simulation of traffic flows, (4B) Intermodal Centres and training programmes, and (4C) Intermodal Gateway Centre, Kaliningrad.

Action 4A - Simulation of traffic flows Description:

The use of new transport routes/corridors and the move to new transport modes will not happen overnight. The many actors (logistics service providers, service buyers and public authorities) need to see the potential of the corridor to take decisions regarding their participation. The impacts of the various bottlenecks are unclear, e.g. customs delays, costs, terminal delays etc. The potential for organisations and individuals might be significant in respect in terms of cost, quality and the reliability of transports but even more importantly in terms of environmental effects. This action is about continuing the work of the EWTC by making a fully-fledged simulation tool, with an associated database of the EWTC, available to stakeholders in supporting the identification of suitable decisions to make and actions to take. Furthermore, this action is about establishing a network of simulation tool competence providers.

Aim:

• To simulate the impacts of investments, road taxes, bottleneck improvements, etc.



• To support the decision-making undertaken by stakeholders by means of simulation tools, thereby generating more efficient and attractive solutions. To support the co-ordination of the involved actors, such as, shippers, customs and terminal operators by improving the integration of the operations.

Measures:

• Create a user-friendly simulation tool and an EWTC database



• Set up a network of simulation tool competences



• Support co-operation between actors

Expected outcome: An operational simulation tool that is used by the harbours, the transport service providers and public authorities. Potential partners: Universities, regional and national authorities. Funding:

Interreg South Baltic, National Institutions, EWTC-partners.

Initial measure:

Planning and renewing the network of stakeholders as well as refining the requirements of the simulation tool.

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Action 4B – Intermodal Promotion Centres & Education Description:

There are a number of urgent human resource developments influencing the growth potential of the corridor. As inter-modal transport increase it will generate a huge demand for a skilled inter-modal workforce which requires both promotion and education. On a management level it requires a new kind of global inter-modal logistics network. Development of inter-modality and co-modality, i.e. efficient use of transport modes operating in concert with each other, is an important trend. It is essential to integrate short sea shipping with door-to-door freight transport services in conjunction with rail and road transport and inland waterways, to identify critical bottlenecks preventing more widespread use of intermodality, as well as to prepare possible solutions. Intermodal Promotion Centres can be effective instruments to support co-operation within the transport sector, including transport providers, logistics companies, municipalities, governmental and research institutions. Current and future technological developments will need to be proactively integrated and the needs of educational institutes and practitioners concerning training content must be evaluated and considered. Among other intermodal transport development tasks the preparation of national and regional Intermodal Transport Agenda’s could be emphasised.

Aim:

The research is to focus on the analysis the problems which might affect inter-modal transport development. To set up a database on intermodal transport services in the Baltic Sea region is necessary. One must overcome the different legacies and set common inter-modal standards, both on a practical and a theoretical level. In order to boost knowledge across the Baltic Sea region it is important to establish organised networks. These networks, or “spiders”, (organisations, companies or persons) have the important task of providing “knowledge on knowledge”. Among other aims the development of new ways to apply modelling instruments (simulation, visualisation) for the assessment of intermodal transport demand could be emphasised. Attention should be given to support the exchange of experiences in transport modelling between older and newer EU member states, as well as the support of a standardisation of transport modelling approaches throughout the Baltic Sea region.

Measures:

• Creation of a network of Intermodal Promotion Centres (IPC) in the BSR combining both national and regional IPC’s.



• To develop a handbook as a concrete reference point for the industry based on EU & national project results and market ‘best practices’



• To develop eLearning platforms, simulations, business games etc.

Expected outcome: To meet the expected future level of demand for a skilled workforce and to establish an integrated model for co-operation between the transport sector and research, built on the Triple Helix concept. Potential partners: EWTC competence actors (and possibly new partners) Funding:

FP7, Marco Polo II

Initial measure:

To map short-term needs for research and education and to make an assessment of the possibilities to launch new initiatives.

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Action 4C – Intermodal Gateway Centre Kaliningrad Description:

Currently there are unnecessary delays in the transport networks between the EU and Russia, due to non-harmonised standards (nationally-based systems) and different approaches to support for transnational transport. Kaliningrad, as one main hub for inter-modal transport, East West and South North, presents a lack of competence in business linked to transport (including logistics). Incompatible systems between the EU and Russia hamper the movement of service shipments all along the supply chain. An insufficient activation of its human resources, a lack of expertise in SME promotion associations and R&D institutions are the main reasons for Kaliningrad lagging behind.

Aim:

To reduce the East West gap in the BSR by setting up an integrated model and an operational institution in Kaliningrad. For this reason an Inter-modal Gateway Centre will be established, applying the Triple Helix concept aiming to build capacity and institutions in the field of transport.

Measures:

• Incubator, supporting and guiding new and already established enterprises, within the transport sector aiming at understanding the market demands and harmonised logistic standards



• Training, design and the creation of tailor-made programmes in respect of the sustainable, efficient, safe and secure inter-modal transportation of goods - supporting co-operation between actors.



• Information Centre, enhancing competence on e.g. innovative technological tools supporting transport development.

Expected outcome: That the Centre operates as an incubator in the transport sector where they involve universities with their ability to contribute to research in logistics, while the Centre elaborates and then sets the logistical standards to be used interdisciplinary. Potential partners: Port of Kaliningrad/Baltisk, private stakeholders. Funding:

Russian national development funds, EU programmes.

Initial measure:

A pre-feasibility study of an Intermodal Gateway Centre in order to comply with market demands.

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4.5 Developing the transport network If a modal shift towards a more environmentally transport corridor is to be realistic, investments in transport infrastructure are necessary. As a first step, one action has been identified.

Action 5A – Railway investments Description:

To cope with the transport increase and avoid congestion a modal shift is indispensable. The entire EU needs inter-modal transport chains and one of the main goals of inter-modality is to reduce the negative environmental impacts of transport. Despite the advantages of rail as a mode of transport further environmental performance improvements in all the transport sectors are needed. The most difficult hindrance to overcome in order to reach a satisfactory level of inter-modality along the corridor is the deficit in railway infrastructure. For railway investments to be efficient the hubs must operate as a cluster for local transport to attract larger volumes that lower the transport cost. To be competitive, inter-modal transport should deliver quality service and be highly efficient. There are some apparent gaps or stretches of insufficiently developed railway along the corridor while, in addition, there are other stretches that need to be improved and adjusted..

Aim:

To lower the burden on the environment and increase the competitiveness of the corridor by offering a fast and reliable choice of route.

Measures:

• To produce a joint demand based analysis of the required rail and road infrastructure along the corridor.



• To prioritise the investments and discuss their implementation with regional and national authorities.

Expected outcome: To present a jointly-elaborated railway plan approved at the national level which includes improvements for all the regions along the corridor. Potential partners: Rail authorities in all countries concerned, regions, private stakeholders Funding:

Transport ministries and national infrastructure authorities, EU funds, MoS

Initial measure:

To produce a description of the railway standards along the corridor including extensions to east, south and north.

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Action 5B – Road investments Description:

Although the aim is to accomplish a modal shift by creating a fully intermodal transport chain, the road infrastructure must also be improved since trucks still play a dominant part in freight transport along the corridor. Actions must be taken to initially avoid congestion. Features like safety and pollution are also important. Distance-based road-user charging for heavy goods vehicles is on the political agenda all over Europe. An increasing ability to reflect the socio-economic marginal costs (noise, pollution and accidents) and contribute to achieving general transport policy objectives is emerging as technology advances. A fully developed corridor will be exposed to a traffic volume increase and to an increase in the intensity of traffic flows. Traffic safety must be improved, for instance, via operational speed control systems. The risk of accidents particularly increases where highways and roads are crowded or congested.

Aim:

• To design a road management system including road user charges



• Preparation of improvements of road investments and other required facilities



• To improve safety, efficiency and environment in road transport systems and to reduce congestion



• To improve the traffic by reaching Euro V standard of emissions and implement noise abatement measures.



• To prepare and work for an improvement of the critical stretches of the road system

Measures:

• To make a plan for concrete traffic management



• Develop systems for distance-based road-user charging



• Support private initiatives for ‘value added’ services (co-ordination with public services, legal aspects, eTransactions).



• Make a priority list of technical solutions including applications suitable for regional introduction.



• Preparation work for road improvements

Expected outcome: An integrated system that can boost the local and regional economy along the corridor with a reduced negative impact for the inhabitants. Potential partners: Road administrations in Denmark, Sweden and Lithuania, transport providers and transport forwarders. Regional authorities Funding:

National road developments funds, EU funds.

Initial measure:

Make a detailed action plan for the improvement of the road and traffic management system incuding ITS applications.

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Annex 1 – List of Partners Region Blekinge (Lead Partner) Bengt Gustafsson [email protected]

IKEA Sweden AB Peter Olofsson [email protected]

AarhusKarlshamn AB Bengt Lövgren [email protected]

ITS Sweden AB Christer Karlsson [email protected]

Combitech AB (before Aerotech Telub) Mikael Krusenberg [email protected]

Kaliningrad Branch of North West Academy Igor Krasnyanskiv [email protected]

Baltic State Fishing Fleet Academy Leonid Meyler [email protected]

Kaliningrad Oblast Igor Kukhta [email protected]

Baltijsk Municipality Viktor Koshelev [email protected]

Kaliningrad State University Elena Kropinova [email protected]

Blekinge Institute of Technology Paul Davidsson [email protected]

Karlshamns Expressbyrå AB P-G Persson [email protected]

Business Development Center West Erik Dam [email protected]

Klaipeda County Coordination Roma Stubriene [email protected]

Coordinating Council on Transsiberian Transportation Natalia Stepanova [email protected]

Klaipeda County Governors Administration Dalia Pleskoviene [email protected]

County Administrative Board of Blekinge Lennart Olsson [email protected]

Klaipeda State Seaport Authority Arturas Drungilas [email protected]

DFDS Tor Line AB Patric Linde [email protected]

Klaipeda University Vytautas Paulauskas [email protected]

EC Gruppen Lars Elmberg [email protected]

Klaipedos Smelte Rimvydas Vastakas [email protected]

Esbjerg Business Center Kristian Bendix Drejer [email protected]

Lisco Baltic Service Samuil Vindergauz [email protected]

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Lithuanian Road Administration Algirdas Radauskas [email protected]

SC Lithuanian Railways Irmantas Kandratavicius [email protected]

Municipality of Esbjerg Jes Seerup Möller [email protected]

Region Zealand Kristian Primdal [email protected]

Municipality of Karlshamn Lennart Henriksson [email protected]

Swedish National Maritime Administration Björn-Åke Zetterberg [email protected]

Municipality of Karlskrona Tore Almlöf [email protected]

Swedish National Rail Administration Jens Möller [email protected]

Municipality of Klaipeda Rimantas Taraskevicius [email protected]

Swedish Road Administration Lars Örnfelt [email protected]

Municipality of Ronneby Kristina Kosunen Eriksson [email protected]

Swedish Road Administration South East Leif Ringhagen [email protected]

Municipality of Sölvesborg Wigert Göransson [email protected]

University of Southern Denmark Jacob Kronbak [email protected]

Port of Esbjerg Sören Clemmensen [email protected]

Vejle County Erik Okov [email protected]

Port of Karlshamn Anders Wiberg [email protected]

Vilnius Gediminas Technical University Algirdas Sakalys [email protected]

Railion A/S Christian Thing [email protected]

Vinnova Christine Wallgren [email protected]

Railog AB Göran Wollmer [email protected] Region Skåne Mats Petersson [email protected]

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Annex 2 – List of Reports produced in EWTC (all reports available for downloading at www.eastwesttc.org)

1. EWTC Strategy and The Action Plan

II. Reports of the work package no. 2 (WP2)

2. EWTC Strategic Environment Assessment (SEA) of the Strategy for further work

1. Road User Charging for Heavy Goods VehiclesOverview of regional Impact

0. FINAL REPORTS of the EWTC :

I. Reports of the work package no. 1 (WP1) 1. Communication Strategy 2. Integrating Transport Networks (Position paper) 3. Concerning EAST-WEST TC Project (Comments) 4. Corridor Development Strategy for the East West Transnational Transport Corridor (Position paper) 5. Intermodal Promotion Centers (Seminar report) 6. Small Fast Growing Dynamic Economies In Europe: A Case Study Of The Port Cities Of Klaipeda And Cork

2. Integration of added value services with distance based road user charges 3. Transport of Goods through Skåne and Blekinge – (additional report) 4. Road User Charges for Heavy Goods Vehicles - Impacts and Possibilities (seminar report/Malmö)l 5. Regional experiences of Electronic Fee Collection for .Heavy Vehicles – report from a study tour in May 2007 6. Structuring and Analysis of the East-West-Corridor via Skåne-Blekinge 7. Report from the expert seminar in Vilnius – June 2007

7. Requirements Analysis of Information Integration of Small and Medium Size Port Communities

8. A kilometre tax for heavy goods vehicles – impact on the Swedish haulier industry

8. Regional Dynamics in the East West Transnational Transport Corridor

9. Overview of scenario activities – February 2007

9. Stakeholder User Community (catalogue of the EWTC stakeholders and partners network)

11. Distance based electronic fee collection for heavy vehicles in a regional context

10. WP1 Leaflet – Description EWTC

12. Variable speed limits on E22 Blekinge

10. .Ship Information System -LIS extension with GIS

13. WP2 Leaflet – Intelligent Transport Solutions 14. The Implementation of Dynamic Speed Control Systems on the main roads of national significance in Lithuania (Feasability Study) 15. The Implementation of Electronic Fee Collection Systems on the main roads of national significance in Lithuania (Feasability Study) 16. An overview of the Work-Package 2 of the East West Transport Corridor project within the Interreg IIIB Baltic Sea 2000 – 2006 programme.

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III. Reports of the work package no. 3 (WP3)

10. The Trans-Siberian Route in relation to the East West Transport Corridor

1. The Karlshamn Harbour Business Area

11. Towards a secure and sustainable maritime transport corridor

2. Cost Benefit analysis of Infrastructure projects at the port of Esbjerg

12. WP4 Leaflet – Facilitate Business Development

3. New Intermodal Terminal Karlshamn 4. Traffic forecast Sydostlänken 5. Increased capacity on Blekinge coastal line – new passing point at Åryd – summary 6. WP3 Leaflet – Urban planning and preparations for infrastructure investments

IV. Reports of the work package no. 4 (WP4) 1. Bottlenecks in the East West Corridor - Denmark 2. Bottlenecks in the East West Corridor - Sweden 3. Bottlenecks in the Eastern part of the East West Corridor - Lithuanian study 4. Bottlenecks in the EWTC – Conclusions from Sweden, Denmark and Lithuania

13. Study of Freight Transportation between China and Sweden from Enterprises` Perspective - A Case Study: Suggestions and Identified Obstacles of EWTC

V. Reports of the work package no. 5 (WP5) 1. Knowledge Development 2. WP5 Final Report 3. National, regional and transnational interests for the EWTC development (presentation) 4. National, regional and transnational interests for the EWTC development 5. Transport Modelling overview and best practice 6. Performance Metrics and Micro-level simulation scenarios 7. Review of existing major infrastructure projects

5. Intermodal transport patterns and expectation of the business in the EWTC (presentation)

8. Intermodal Terminals in the Western part of the East-West corridor

6. Lithuanian railways reliable partner in the EWTC (presentation)

9. Intermodal Terminals in the Eastern part of the EAST WEST Transnational Corridor

7. Promotion intermodality in Lithuania (presentation)

10. Macro-Level Modelling

8. Description of the Maritime Security

11. Micro-level Simulator Description and Simulation Experiment Results

9. Lithuanian Transport Technology Platform Vision

12. WP5 Leaflet – Improvement of Academic Cooperation

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Personal notes:

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Partners of East West TC Region Blekinge (Lead Partner)

Port of Esbjerg

AarhusKarlshamn AB

Port of Karlshamn

Combitech AB

Railion A/S

Baltic State Fishing Fleet Academy

Railog AB

Baltijsk Municipality

Region Skåne

Blekinge Institute of Technology

SC Lithuanian Railways

Business Development Center West

Region Zealand

Coordinating Council on Transsiberian Transportation

Swedish National Maritime Administration

County Administrative Board of Blekinge

Swedish National Rail Administration

DFDS Tor Line AB

Swedish Road Administration

EC Gruppen

Swedish Road Administration South East

Esbjerg Business Center

Sölvesborgs Municipality

IKEA Sweden AB

University of Southern Denmark

ITS Sweden AB

Vejle County

Kaliningrad Branch of North West Academy

Vilnius Gediminas Technical University

Kaliningrad Oblast

Vinnova

Kaliningrad State University Karlshamns Expressbyrå AB

Contacts

Klaipeda County Coordination

Bengt Gustafsson, Chairman Steering Committee [email protected]

Klaipeda County Governors Administration Klaipeda State Seaport Authority Klaipeda University Klaipedos Smelte Lisco Baltic Service Lithuanian Road Administration Municipality of Esbjerg Municipality of Karlshamn Municipality of Karlskrona Municipality of Klaipeda Municipality of Ronneby

Mattias Alisch, Project Manager [email protected] Anders Wiberg, Deputy Project Manager [email protected] Ingrid Ljungqvist, Financial Manager [email protected] Algirdas Sakalys, Coordinator Lithuania [email protected] Karin Holländer, Coordinator Denmark [email protected]

Part-financed by the European Union

Lead partner:

Ronnebygatan 2, SE-371 32 Karlskrona www.regionblekinge.se www.eastwesttc.org 56