NORTHERN AXIS AGENDA

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NORTHERN AXIS AGENDA Strategic approach to the
results of the InterBaltic project
Vladas STURYS
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A. BACKGROUND
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CHANGES feature for the region. Last decades
the transport system of the Baltic region have
sustained structural changes is sustaining
crucial changes will sustain significant changes
in content ant quality. - Opening of ports and
hinterland connections of the Eastern Germany,
Poland and three Baltic countries - Interlinking
insular Denmark with continental Scandinavia.
Fehmarn link and Rail Baltica will face a
region against new substantial changes in
capability and potential. Changes in transport
system of the Baltic region catalyst and
accelerator for political and economical
processes.
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B. DRIVING FORCES
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• Development of the freight transport system in
  the Baltic Sea region was, is and will be
  affected by ambivalent driving forces
• logistic industry response to the market demand
  
• - transport policies EU and national.

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B.1. LOGISTIC INDUSTRY RESPONSE TO THE MARKET
DEMAND Industries and trade lt- - gt
freight logistics operators and infrastructure
authorities. More influented by global market
processes than local, regional or even EU
factors. Result - scope and quality of
services - effective networks and logistic
chains of surface and waterborn freight
transport. - development of new infrastructures,
cargo handling equipments and technologies
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B.2. EU AND NATIONAL TRANSPORT POLICIES Two
years of the InterBaltic project two years of
intensive discussions on EU freight transport
and logistics policies Resulted - Guidelines
for transport in Europe and neighbouring regions
from January 2007 - package of documents from
October 18, 2007 (proposals concerning logistics,
a rail network and European ports, the
barrier-free European maritime transport area and
the motorways of the sea), National transport
policies and programs are emphasizing period of
intensive revision in light of the significant EU
guidelines.
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B.1. LOGISTIC INDUSTRY RESPONSE TO THE MARKET
DEMAND B.2. EU AND NATIONAL TRANSPORT
POLICIES Those driving forces act independently
and sometimes contradictory. Round table for
business, authorities and public organizations
was necessary. Namely InterBaltic was first
to - put all initiatives and projects on one
table - invite people from all Baltic
initiatives, projects, business and authorities
around one table. During InterBaltic project
was made - a survey of the freight logistics
system of the region as a whole, perceiving its
state, trends and critical factors -
identification of priorities for sustainable
improvement towards high competetiveness of the
Baltic Sea region -shift from analysis mode
into actions.
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Self-identification of the transport system of
the region is prerequisite before to shape a
strategy It is reality that - we are
undivided part of entire EU transport system
-we are a neighbours-linking area of EU -we are
well regionaly integrated to serve as backobone
for competitiveness of the BSR as global
economical force.
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Developing conception and structure of the
European transport networks, European Commission
identified 5 major transport axes enabling them
with comprehensive mission of responsibility for
appropriate region of the EU
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Northern axis
Central axis
South Eastern axis
South Western axis
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• Developing conception and structure of the
  European transport networks, European Commission
  identified 5 major transport axes enabling them
  with comprehensive mission of responsibility for
  appropriate region of the EU
• to extend and complement the trans-European
  transport network by interconnecting it with the
  networks of the neighbouring countries
• to enable regional cooperation and integration
• - to promote international exchanges and traffic.

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We do not need lot of definitions. Definition of
the transport system of the Baltic Sea region as
EU Transport systems NORTHERN AXIS is common
acceptable.
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C. BEING NORTHERN AXIS OF THE EU TRANSPORT
NETWORK A CORE OF A MISSION OF THE BSR
TRANSPORT SYSTEM
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C.1. PRIORITIES OF THE TRANSPORT POLICY IN
NORTHERN AXIS Facing EU transport policy
from one side and responding strong demand of
industries and trade of the region fom other
side, InterBaltic project highlights following
priorities for the freigt transport policy in
the region
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Priority 1. TRANSPORT COOPERATION AND
INTEGRATION INSIDE THE REGION.
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European freight transport policy requires
improving the efficiency, interoperability and
interconnectivity of rail, maritime, inland
waterway, air, road transport and related nodes
to achieve their full integration in a seamless
door-to-door service. Green transport corridors
will 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.
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Deep-sea transport will continue to be a key
player in the Europe-Asia transport market also
in the future. It is of high importance that more
and more deep-sea container vessels are calling
ports of Aarhus and Gothenburg, thus avoiding
for the BSR feeder costs and time from Atlantic
hubs. Booming container traffic and
availability of deep container terminals in
Baltic ports make closer the day of regular call
of deep-sea container vesels inside the Baltic
Sea.
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Motorways of the Sea (MoS) are integrated into
door-to-door logistic chains and concentrate
flows of freight on regular, frequent and
reliable Short Sea Shipping links.
Joint call for Motorways of the Sea projects was
organised by all the Baltic Sea Member States
between September 2006 and January 2007. Nine
proposals have been submitted which are currently
under evaluation by the Member States concerned.
Following five pre-qualified proposals have been
shortlisted and negotiations are continuing
Trelleborg Sassnitz Ystad
Swinoujscie Karlshamn Klaipeda Karlskrona
Gdynia Tallin Zeebrugge (Belgium).
It is also important to ensure that the MoS
network is effectively extended to non-EU member
countries like Norway and Russia. based on the
same principles as apply for the EU part of the
network
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BSR rail network is aimed to give priority to
freight. Studies discovered lack of
interoperability between various national rail
networks due to different technical systems (e.g.
railway gauge, signalling system or rail
electricity mode) and administrative barriers.
Harmonisation of rules along rail corridors
remains as important task in agenda around
Baltic Sea.
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Comodality is one of basic trends for the BSR
transport system. The efficiency of intermodal
terminals, as interfaces between trunk-deliveries
over long distances and short distance
distribution to the final destination, is crucial
for the regions logistics performance. Intermodal
terminals, serving as backbone of dry ports with
strategic location in the crossroads between
transport corridors, should offer adequate
transhipment facilities and significant
possibilities for modal shift from road to rail.
In this light projects InLoC and NeLoC were
important step to shape a network of logistic
nodes and should have continuation.
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Priority 2. INTEGRATION INTO THE MODERNIZED
TRANSEUROPEAN NETWORK
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It is of high importance that south- north
oriented transport corridors will join northern
part of the BSR with center of Europe along both
eastern (Rail Baltica) and western coasts of
the Baltic Sea. At the same time development of
transport corridors on east-west direction
across the BSR should have strong support.
Project East West Transport Coridor (Esbjerg
Vilnius) is first attempt in a region to join
tangentialy developed systems on different coasts
of the Baltic Sea into one intermodal transport
and logistic chain. This project is a good
exercise of fluent continuity of the PanEuropean
transport corridor IXb towards integral part of
the Northern axis.
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Marine sections are unavoidable feature of the
BSR transport corridors. European Commission has
introduced the idea of a European maritime
transport area with a view to eliminating or
reducing the numerous administrative procedures
which apply to goods shipped by sea between
European ports. In this case Baltic Motorways
of the Sea , being a part of the Trans-European
transport network is born to play significant
role in organization of transport corridors.
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Priority 3. INTERCONNECTING THE REGION AND EU
WITH NETWORKS OF THE NEIGHBOURING COUNTRIES
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Transport systems of Russia and Byelorussia are
two neighbouring systems for the EU Northern
axis. Folloowing alignments of the Northern axis
connections towards neighbouring countries are
essential Multimodal connection Finnish border
- St Petersburg-Moscow Rail freight connection
St. Petersburg - Vologda - Moscow/trans-Siberian M
ultimodal connections from relevant Baltic ports
to Minsk/Moscow Multimodal connection in Norway
of the TEN the Nordic Triangle Multimodal
connection St Petersburg-Vartius- Tornio -
Haparanda Narvik
Fair and non-discriminatory access to corridors
and transhipment facilities for operators and
customers of these facilities is a requirement
for comodality and should be ensured.
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Priority 4. SPREADING OUT EFFECTIVE LAND
COMMUNICATION TOWARDS REMOTE REGIONS
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• Land transportation demand for manufacturing and
  trade
• Chinese ports overloaded
• Bigger vessels bigger waiting time and supply
  to the door
• -Slow response time
• Lack of marine containers
• etc. etc.

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COHERENT
INTERESTS 1. EU interest extention of the
transport network instrument for Lisbon
agenda. 2. BSR interest reliable link with Asian
markets prerequisite of competitiveness 3.
Chinese interest Landbridge demand for EU
contractors in China and EU-China trade
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TRANSSIB evident priority and invenitability?
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Directions behind Caspian Sea are stated in a map
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Map of the OSZhD
KAZACHSTAN
IRAN
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ALTERNATIVE DEVELOPMENT an issue of
1.Competetiveness (Lisbon agenda) 2.Reliability
and security 3. Competition and alternativity-
feature of free market.
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Lessons from Viking survival in long starting
period is extremely hard
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Bottlenecks possible. Research National and
regional interests for the East-West
transnational transport corridor
development.Coincidence or discrepancy of
disposition of stakelholders along the corridor
is a very important factor, which may become an
obstacle during performance of corridor
activities.
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Bottlenecks expected. Research Bottlenecks in
the eastern part of the East-West transport
coridor
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Priority 5. ORGANIZATION AND COORDINATION
INSIDE THE NORTHERN AXIS
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Number of organisations in the BSR such as the
Council of the Baltic Sea States (CBSS), BDF,
BSSSC and the Baltic Sea Commission (CPMR BSC)
etc. are active in transport and its
infrastructure sector. They (and business
society) need to to be able to speak with one,
common voice . At the Northern Dimension Summit
2006 in Helsinki a new Northern Dimension Policy
Framework Document was approved proposing a
common policy between the EU, Russia, Norway and
Iceland. Establishment of a Northern Dimension
Transport and Logistics Partnership (NDTLP) is
under discussion. The suggested role of a NDTLP
would be to coordinate the financial resources of
International Financial Institutions (IFIs),
governments and the private sector in large
transport infrastructure projects with regional
rather than local importance
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• High-level Group (HLG), strategical result of
  InterBaltic project, established to fill
  remaining gaps in BSR transport and logistics
  cooperation
• - to provide strategic input to a Baltic Sea
  Region Transport Strategy/Masterplan
• - to enable organizations along the region to
  discuss transport and logistic issues with one
  voice in EU institutions i.e. to strengthen
  the Baltic Sea Regions influence on the
  transport agenda of the EU
• - to facilitate the understanding of the Regions
  special needs and requirements among regional,
  national and EU decision-makers
• - to communicate for cross-border and regional
  solutions to eliminate the Regions bottlenecks
  and weak links
• to facilitate information exchange and share
  experiences between different actors and
  initiatives in the BSR.

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Big thanks for organizers of the InterBaltic
for important input into BSR transport system
case.
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Priority 6. PROMOTION OF THE TRANSPORT
ACHIEVEMENTS BETWEEN CONSUMERS
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Industries and trades as main consumers of the
freight logistics system of the BSR should be
encouraged to rely on comodality and on advanced
logistic technologies. Shortsea Promotion
Centres (SPC) should be extend to inland
transport logistics (IPC). Establishment of
Lithuanian Intermodal Transport Technological
platform was well assessed by European intermodal
transport institutions. Cooperation of
authorities, science and researchers is
prerequisite for keeping high rate of the BSR
freight transport system improvement.
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C. 2. INOVATION, SIMPLIFICATION AND QUALITY AN
INSTRUMENT FOR IMPLEMENTATION OF THE POLICY
PRIORITIES
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Innovation means intelligent transport systems as
well as facilitating of innovative services.
The Baltic Sea MoS Task Force has further
developed a project called The Baltic Sea
Information Motorways with co-funding from the
TEN-T budget. The project aims to investigate the
needs for information systems in the designing of
a Baltic MoS.
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Simplification of freight flows means paperless
transfer of information on the transport of goods
and single transport document to replace the
many mode-based versions that currently render
multi-modal transport less attractive.
Lithuanian, Byelorussian and Ukrainian Railways
administrations came to agreement on one document
for freight, following by shuttle train Viking.
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Quality means tackle practical solutions to avoid
numerous bottlenecks and obstacles, met by
freight flows in the BSR and towards neighbouring
countries.
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D. TRANSPORT SYSTEM OF THE BSR PILOT EXERCISE
IN EU TRANS-NATIONAL AXES DEVELOPMENT PROCESS
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Countries around the Baltic sea during last two
decades faced and overcame most of cahallenges,
indicated in latest EU documents on freight
logistics they accumulated experience of
development the entire region transport system,
which is of high value for coming work, forseen
in latest EU transport strategies. Taking into
acount that similar problems will be faced in
every from rest four EU transport axes, BSR may
serve as pilot exercise for other transport axes
of the EU.
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SUMMARY
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A. BACKGROUND CHANGES feature for the region
B. DRIVING FORCES B.1. LOGISTIC INDUSTRY
RESPONSE TO THE MARKET DEMAND B.2. EU AND
NATIONAL TRANSPORT POLICIES C. BEING NORTHERN
AXIS OF THE EU TRANSPORT NETWORK A CORE OF A
MISSION OF THE BALTIC SEA TRANSPORT SYSTEM C.1.
PRIORITIES OF THE TRANSPORT POLICY IN NORTHERN
AXIS Priority 1. TRANSPORT COOPERATION AND
INTEGRATION INSIDE THE REGION. Priority 2.
INTEGRATION INTO THE MODERNIZED TRANSEUROPEAN
NETWORK Priority 3. INTERCONNECTING THE REGION
AND EU WITH NETWORKS OF THE NEIGHBOURING
COUNTRIES Priority 4. SPREADING OUT EFFECTIVE
LAND COMMUNICATION TOWARDS REMOTE REGIONS
Priority 5. ORGANIZATION AND COORDINATION INSIDE
THE NORTHERN AXIS. Priority 6. PROMOTION OF THE
TRANSPORT ACHIEVEMENTS BETWEEN CONSUMERS C. 2.
INOVATION, SIMPLIFICATION AND QUALITY
INSTRUMENT FOR IMPLEMENTATION OF THE POLICY
PRIORITIES D. TRANSPORT SYSTEM OF THE BALTIC
REGION PILOT EXERCISE IN EU TRANS-NATIONAL AXES
DEVELOPMENT PROCESS
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VISION Facing changes and meeting challenges,
BSR transport system, following both global
market demand and EU policies, implements its
mission as Northern Axis of the EU transport
system via 6 priorities, using inovation,
simplification and quality as instruments.
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THANK YOU FOR KIND ATTENTION!
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Vladas SturysIndependent consultant for
transport, logistics and marketing.Tel. 370
698 23775v.sturys_at_zebra.lt
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Northern axis to connect the northern EU with
Norway to the north and with Belarus and Russia
to the east. A connection to the Barents region
linking Norway through Sweden and Finland with
Russia is also foreseen. Central axis to link
the centre of the EU to Ukraine and the Black Sea
and through an inland waterway connection to the
Caspian Sea. A direct connection from Ukraine to
the Trans-Siberian railway and a link from the
Don/Volga inland waterway to the Baltic Sea are
also included. South Eastern axis to link the
EU with the Balkans and Turkey and further with
the Southern Caucasus and the Caspian Sea as well
as with the Middle East up to Egypt and the Red
Sea. South Western axis to connect the
south-western EU with Switzerland and Morocco,
including the trans-Maghrebin link connecting
Morocco, Algeria and Tunisia and its extension to
Egypt.
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