Introduction 5 Chapter 1: a description of the organisational structure set up for the implementation of the Strategy 6

PA 11: To improve internal and external transport links

The PACs have identified the main priorities in the short term to be the revision of the TEN-T policy and the BTO 2030 study. The main priorities in the mid-term include fostering the cooperation of the Northern Dimension Transport and Logistics Partnership, fully using the potential of the development of Motorways of the Sea, and establishing Functional Airspace Blocks and projects to cooperate on smarter transport development. The PA's Strategic Action to complete the agreed priority transport infrastructures, given its heavy time and investments load, can be seen as the top long-term priority, which will constantly be under implementation.

The Coordination Group of the Priority Area has expressed the importance of promoting the EUSBSR at the national level and uniting various stakeholders to take part in the different EUSBSR projects.

Striving to embrace a more proactive role and to promote the implementation of the transport related agenda of the EUSBSR, the PACs organised the first Annual Progress Conference of the Baltic Sea Strategy’s Transport Priority Area No 11 on the 7th of December 2010 in Vilnius, Lithuania. The Conference gathered project leaders, authorities, regional organisations and the European Commission to discuss the progress of the Priority Area, challenges for the implementation of projects, and the overall status of the Baltic Sea Strategy. It is hoped that continuous dialogue on transport policy development and joint implementation of the transport infrastructure projects in the Baltic Sea Region will form a sound basis for improving the performance of the Region’s transport system.

The Ministers and High Level Representatives of the Baltic Sea Region signed the Haparanda Declaration on 17 June 2010, promising to commit to continued cooperation in the field of transport and infrastructure in order to contribute to improve the competitiveness of the Baltic Sea Region and the European Union. The meeting of NB8 Ministers for Transport on 21-22 September 2010 in Vilnius was organised in order to contribute to the TEN-T revision process. During the meeting, the NB8 Ministers for Transport signed a Common Statement on the TEN-T core network of the Baltic Sea Region. A common TEN-T core network of the Baltic Sea Region including German and Polish parts was composed, finalising the establishment of a full common TEN-T core network in the EUSBSR.

Actions:

The actions within Priority Area 11 are closely linked to the Flagship Projects, through which they will be implemented. Accordingly, this report considers the progress on the actions through the description below of the Flagships.

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  “Coordinate national transport policies and infrastructure investments”
  
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    Regional cooperation should increase on transport issues, for example on the interoperability of transport systems, icebreaking, co-modality, user charging schemes, transport Research and Development, application of new solutions, in particular in traffic management systems (air, road, rail, maritime), promotion of joint actions (e.g. road safety) and sharing of best practices.
    
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    The agreed TEN-T priority projects should be implemented on time (cf. further under ‘Flagship Projects (as examples)’).
    
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    The long-term transport development policies as well as the national investment strategies should be coordinated to improve access to the Region and intraregional connections. In particular, the stakeholders of the Baltic Sea Region should agree on a joint position of the Region regarding changes which could be introduced in the framework of the TEN-T Policy review and the revision of the TEN-T guidelines (joint proposal beyond national interests).
    
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    The inland waterway and estuary navigation should be promoted (full implementation of the ‘Naiades’ action plan²⁶) addressing existing infrastructural bottlenecks in order to ensure optimal connections between the various regions of the Baltic Sea, such as the Oder Waterway (project E30) and connection of the Oder River with the Vistula River (project E70).
    
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    The stakeholders should jointly identify the infrastructure gaps which are important for the whole region (e.g. on North-South and East-West axes)²⁷. Links to remote islands and the periphery (including air connections) should be considered.
    

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  “Improve the connections with Russia and other neighbouring countries”, especially for major transport connections and freight transport logistics – through cooperation in the framework of the Northern Dimension policy (Northern Dimension Partnership on Transport and Logistics) and the EU–Russia Common Spaces. Special focus should be put on removing non infrastructure-related bottlenecks, including those associated with border crossings. Member States should also explore options for new connections to the East and Far East (gateway to Asia).
  

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  “Facilitate efficient overall Baltic freight transport and logistics solutions²⁸” by removing non infrastructure-related bottlenecks, promoting inter-modal connections, developing the Green Corridor concept through the implementation of concrete projects, developing infrastructure, supporting logistics service providers, establishing harmonised electronic administrative procedures, harmonising control procedures, etc. Timely implementation of the Rail Freight Corridors foreseen in the Regulation for a European rail network for competitive freight (EC Regulation 913/2010) will better connect freight nodes in the Baltic Sea Region to the broader rail freight network. The network will improve operations and impose strong cooperation between rail infrastructure managers on traffic management issues and investment, and in particular put in place a governance structure for each corridor. It foresees sufficient and reliable capacities allocated to freight on these corridors, the coordination between rail infrastructure management and goods terminal management, the definition of performance objectives such as punctuality and capacity and their monitoring, the coordination of works and easier access to and exchange of relevant information. This will contribute to attractive and efficient rail freight services within the Region and with other European regions, which is essential for modal shift.
  

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  “Increase the role of the Baltic Sea in the transport systems of the Region” through, inter alia: identifying and implementing Motorways of the Sea²⁹ and Marco Polo actions; developing ports and their adequate connections to the hinterland in particular by rail and inland waterways; increasing sea shipping competitiveness and efficiency through the prompt introduction of EU Maritime Transport Space without barriers and through the gradual introduction of e-freight and e-maritime concepts; supporting safe, energy-efficient and sustainable Short Sea Shipping and port operations.
  

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  “Promote sustainable passenger and freight transport and facilitate the shift to intermodality”.
  

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  11.1. “Complete the agreed priority transport infrastructures”.
  

– Upgrading road, rail and maritime infrastructures in Sweden, Finland and Denmark on the Nordic Triangle multimodal corridor;

– Rail Baltica axis linking – by rail – Poland, Lithuania, Latvia and Estonia (as well as Finland through a rail-ferry service);

– Fehmarnbelt Fixed Link between Denmark and Germany with the access railways from Copenhagen and Hannover/Bremen via Hamburg;

– Railway axis Gdańsk-Warszawa-Brno/Bratislava-Wien;

– Motorway axis Gdańsk-Brno/Bratislava-Wien.

Options should also be considered to implement other important projects for the Region such as:

– The Bothnian Corridor (divided into the Swedish side and the Finnish side) which connects the Northern Axis to the Nordic Triangle and to Rail Baltica;

– Links with the Barents Region;

– Elements of the Northern Axis (East-West connections through the Baltic States and in the North of the Region);

– Via Baltica linking – by road – Poland, Lithuania, Latvia and Estonia;

– Multimodal (N-S) Transport Axes: from Scandinavia-Germany/Poland to the Adriatic Sea).

(Lead: all relevant countries; Deadline for progress review: to be determined)

Report: The TEN-T priority projects progressed well during 2010. For instance, intensive preparatory work resulted in the successful advancement of the Fehmarnbelt Fixed Link. Already in the first half of 2011, decisions on technical solutions (immersed tunnel or cable-stayed bridge) were to be taken, with construction works expected to start in the first half of 2014. Concerning the Rail Baltica priority project, Lithuania started the construction of the European railway gauge on the Mockava-Šeštokai section in May 2010, aiming at full completion of this section in May 2011. Moreover, the Lithuanian Government adopted the Action Plan on the implementation of Rail Baltica in May 2010. The plan sets out a timetable of specific projects (preparatory work as well as construction work) to be carried out in order to deploy the European gauge up to Kaunas by 2014. Concerning the further completion of the project, Lithuania, Latvia and Estonia jointly started a feasibility study with the purpose being to evaluate the construction of the Rail Baltica European gauge up to Tallinn (Estonia) in the long term.

The revision of the TEN-T policy is identified as the main short-term priority. Already in the second half of 2011, the discussion concerning the new legislation of the TEN-T guidelines will start. The discussion is both promising and challenging for the Baltic Sea Region, which has big territorial and infrastructural imbalances, making it difficult to find common criteria that would meet the needs of all countries.

To address these challenges and to contribute to the TEN-T revision process, the Ministers of Transport of the Nordic-Baltic 8 countries signed a Common Statement on the TEN-T core network of the BSR on 21 September 2010 in Trakai (Lithuania). The Ministers outlined that the methodology of the new TEN-T network should be flexible in order to reflect the different conditions of the countries, especially as concerns the need to have strong linkages with the EU neighbours. The Statement was later annexed by a common map of a TEN-T core network in the BSR, including the German and Polish parts, and was submitted to the European Commission as a contribution of the BSR Member States to the TEN-T revision.

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  11.2. “Implement the Northern Dimension Partnership on Transport and Logistics”, including the related legal instruments. (Lead: Northern Dimension Partners; Deadline for progress review: to be determined)
  

The purpose of the Partnership is to improve the most important transport routes in the Region in order to support the region's growth. One of the tasks of the secretariat is to draft an Action Plan of Northern Dimension priority projects covering both infrastructure projects and horizontal measures. The Partnership has already achieved concrete results in its development process. The NORDIM study, initiated to assist and launch the NDPTL in a timely manner, was completed in December 2010. As an output of this study, a list of priority infrastructure projects of all member countries was identified.

The PACs note that the NDPTL is the most important regional instrument in the transport and logistics field for addressing the aims of the EUSBSR in relation to neighbouring countries. The above-mentioned Action Plan will set an agenda for further activities under this Flagship.

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  11.3. “Develop the Baltic Motorways of the Seas network” – linking the Baltic Sea Member States with Member States in Central and Western Europe through sustainable transport links, including the route through the North Sea / Baltic Sea canal / Danish straits. The selected TEN-T and Marco Polo Motorways of the Sea corridors such as the high-quality rail and intermodal Nordic corridor Königslinie involving the Sassnitz-Trelleborg link and the Baltic Sea area Motorways of the Sea involving the Karlshamm-Klaipeda link, as well as the Karlskrona-Gdynia link, should be implemented, and further project ideas (including the Polish links) should be developed through regional cooperation. (Lead: The Baltic Motorways of the Sea Task Force; Deadline for progress review: to be determined)
  

The Baltic Sea States have been active in making the MoS concept operational. A taskforce is established and consists of representatives from the EU countries in the Baltic Sea area, Norway and the European Commission. The development of the Motorways of the Sea concept in the Baltic is to be coordinated by the Baltic MoS Taskforce. The Taskforce has discussed the future work on the MoS concept, which is envisaged to encompass both corridor-specific infrastructure projects as well as projects of a more horizontal nature that are of wider benefit.

Initial action taken by the Baltic Sea States included a project in 2005-07 which included initial studies and joint horizontal activities with a view to developing the MoS concept in the Baltic Sea. This Master Plan Project, which had a total budget of just over €3.5 million, consisted of four parts: a study on flows of goods and infrastructure in the Baltic Sea Region, actions to improve winter navigation, a study on quality assurance of the priority fairway system in the Baltic Sea and a study on the development of a port hub function for transoceanic traffic on the Baltic Sea, a so-called North Sea Baltic hub.

In September 2006, the Baltic Sea countries requested operators in the transport sector to submit project proposals for MoS projects in the Baltic Sea Region. The end result of this call was that two MoS projects were granted in November 2008 total co-financing from the TEN-T MoS budget of around €15 million. The ports included in the projects were Karlshamn (SE)-Klaipeda (LT) and Trelleborg (SE)-Sassnitz (DE). In December 2009, it was decided to also grant TEN-T co-financing to the MoS project Baltic Link, including the ports Karlskrona (SE) and Gdynia (PL) with an EU contribution of about €17 million.

The project aims of the MoS project Karlshamn-Klaipeda are to improve infrastructure in the two ports and to support intermodality which will contribute to developing the transport corridor between Scandinavia and the Eastern Europe-Black Sea area.

The aim of the MoS project Königslinie is to improve the transport corridor between Sassnitz and Trelleborg by upgrading the capacities of a rail/sea link combined with the development of new intermodal train services. Within the project there is also the potential for a significant modal shift from road to combined rail-sea-rail transport. The Baltic Link project between Gdynia and Karlskrona aims to have a new combined terminal in Alvesta, upgraded railway between Emmaboda and Karlskrona, infrastructure investments in the two ports and investments in a new electrification system on ferry operator Stena Line’s new ferries on the Gdynia-Karlskrona route.

In November 2009, the Baltic MoS Taskforce opened an open call for corridor-specific MoS proposals in the Baltic Sea Region, which included horizontal projects. This resulted in December 2010 in three MoS projects being granted co-financing from the TEN-T MoS budget. The ports included were Gothenburg (SE)-Arhus (DK)-Tallinn (EE) with around €29 million, Gedser (DK)-Rostock (DE) with around €24 million, and the horizontal activity MONALISA involving Sweden, Denmark and Finland, receiving co-financing of around €11 million.

The main aim of the MoS project Rostock-Gedser is to improve efficiency and capacity on the ferry link and to increase the multimodal perspective, mainly by investments in port and ferry infrastructure. The MoS project between Gothenburg-Arhus-Tallinn is called The Baltic Sea Hub and Spokes Project and aims to facilitate a modal shift from road to sea by providing more efficient transport solutions and improving access to markets in Central and Northern Europe.

The MONALISA project is not in itself a Flagship Project within the EU Strategy for the Baltic Sea Region, but it addresses strategic actions and two Flagship Projects of Priority Area 11 (Motorways of the Sea and Smarter Transport), in addition to addressing Priority Area 4 and Priority Area 13. The project's main aim is to improve safety of navigation in the Baltic Sea and serve different Motorways of the Sea links in that area.

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  11.4. “Shorter plane routes” through the establishment of ‘Functional Airspace Blocks’ (FAB) in the Baltic Sea Region (i.e. the North European FAB, the Nordic Upper Area Control FAB and the Baltic FAB). The aim is to develop a cooperation system between countries in the Baltic Sea Region in order to ensure a successful and smooth transition from domestic air traffic management arrangements to a more integrated European dimension with 2012 as a deadline for implementation. (Lead: Poland and Lithuania; Deadline for progress review: to be determined) FAST TRACK
  

The NEFAB: Denmark, Estonia, Finland, Iceland, Latvia, Norway and Sweden are members of the North European Functional Airspace Block. A feasibility report on the establishment of the FAB was presented in January 2011. The National Supervisory Authorities will during spring 2011 perform an evaluation ahead of a state level agreement. Denmark and Sweden are of the opinion that the feasibility report shows too low a level of ambition regarding the integrated cooperation and have declared that they will keep to the DK-SE FAB if this ambition cannot increase to the level of performance scenario as described in the feasibility report.

The FAB between Sweden and Denmark: An Agreement between the National Supervisory Authorities was signed in July 2010. A Partnership Agreement between Naviair (Denmark) and LFV (Sweden) establishing the commonly owned NUAC Company to deliver en-route services in the Danish-Swedish FAB was signed on 14 October 2010.

The official DK/SE FAB notification from the Commission was received on 6 July 2010 and published in the official journal on 1 December 2010. The NUAC Company will deliver operational support from 2011. From 2012, the Company will operate three ATCCs and provide Air Navigation Services within Danish and Swedish airspace.

The Baltic FAB between Lithuania and Poland: The Ministries of Transport signed a Letter of Intent on cooperation with regard to the Baltic Functional Airspace Block Initiative in July 2010. By this Letter of Intent, the countries decided to cooperate in carrying out a Feasibility Study on the Polish and Lithuanian Functional Airspace Block. The study, financed by the Polish air navigation service provider PANSA and the European Commission, will analyse practical and technical aspects of the Baltic FAB. The study is to be finished during 2011.

The Parties also agreed upon and established several organisational and cooperation structures: a joint inter-ministerial Strategic Committee for the governance and steering of the Baltic FAB Initiative, a joint Steering Committee for the governance and steering of the progress of the Feasibility Study, and a Baltic FAB Project Team with respective Working Groups which are to prepare and submit concrete solutions and decisions in the main areas of the FAB Project.

It is expected that the Baltic FAB will become fully operational by the end of 2012. Lithuania and Poland have informed Mr. Siim Kallas, the Vice-President of the European Commission, about their intentions to cooperate in the development of the Baltic FAB Initiative, sending him a joint letter on this issue.

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  11.5. “Cooperate for smarter transport” through development and implementation of concrete pilot initiatives which would contribute to improving safety and freight logistics efficiency, shifting freight from road to rail and sea, and minimising environmental impact of transport in the Region (e.g. the Green Corridor project from the ports of Sweden, Denmark and Germany to the ports of Lithuania and Kaliningrad, the Easy Way project in the Baltic Sea Region³⁰, the eco-driving project ECOWILL and road safety promotion cooperation programmes). (Lead: Lithuania and Sweden; Deadline for progress review: to be determined) FAST TRACK
  

One of the most interesting parts of this Flagship concerns Green Corridors. The concept of Green Corridors originates from the European Commission’s Freight Transport Logistics Action Plan from 2007. In this Action Plan, the Member States were encouraged to take the initiative. Against this background, Sweden, following an initiative within the government's Logistics Forum in October 2008, started developing a project on Green Corridors.

The three transport projects TransBaltic, East West Transport Corridor II (EWTCII) and Scandria are very important in this context. They are co-funded by the Baltic Sea Region Programme 2007-13. All three projects will run for three years until the end of 2012. The projects have agreed on joint green transport corridor activities together with the Swedish Ministry of Enterprise, Energy and Communications. The purpose of the agreement is to specify the division of labour and harmonisation measures in tackling the green corridor concept among the undersigning parties through to the end of 2012.

One concrete responsibility for the Swedish Ministry is to strive to establish a Stakeholder’s Forum for transport and logistics in the Baltic Sea Region. The Forum shall be used by East West TC II, Scandria and TransBaltic as an advisory body. A first “open forum” meeting was held in Tallinn on 14 October 2010.

TransBaltic arranged during spring 2010 regional foresight debates in Vilnius, Stockholm, Bodö and St Petersburg. The time perspective was 2030. A foresight report summarising the ideas and discussions was presented in autumn 2010. EWTCII has two tasks of great importance and general interest also outside EWTCII: the green corridor manual and an information broker system. The work to develop a green corridor manual has now started and includes guidelines, key performance indicators and steering mechanisms. The work on the information broker system has also started. The Scandria project is focusing on optimisation measures such as time, energy and emission savings in infrastructure and logistics. Such criteria will be tested and implemented during the creation of the Baltic-Adriatic Development Corridor. The first open conference was held in Berlin 15-16 September 2010. A Green Corridor Strategy will also be launched as part of the Scandria project.

In parallel with these projects, another important project began its work during 2010, the SuperGreen project. This is run by a consortium, with some partners coming from the Baltic Sea Region, and is co-financed within the 7th Framework Programme. The first open conference was held in Helsinki 28 June 2010. SuperGreen has selected nine corridors for benchmarking and testing of Key Performance Indicators. Green Corridors in the BSR are included in this selection. SuperGreen will also finish its work at the end of 2012.

Two additional corridor candidates have shown their interest in getting involved in the Green Corridor cooperation: the Rail Baltica Growth Corridor and the Bothnian Green Logistic Corridor.

2011 and 2012 will generally be of great importance for the development and initial implementation of the building blocks for the Green Corridors. A Green Corridor Demo Site is planned to be established in Gothenburg. The Swedish network for green corridors will arrange a Green Corridor Demo Day in September 2011.

The PACs foresee new project proposals as a result of Baltic Transport Outlook, for instance with respect to common infrastructure planning and investments. Also, the outcome of the current TEN-T revision could result in new proposals and projects. Relevant criteria for evaluating such new projects that seek to contribute to successful implementation of the EUSBSR need to be considered.