Output Scandria Green Transport Corridor Strategy Baltic Sea Region Project #026 Scandinavian-Adriatic Corridor for Growth and Innovation

Transcription

1 Output Scandria Green Transport Corridor Strategy Baltic Sea Region Project #026 Scandinavian-Adriatic Corridor for Growth and Innovation Work Package Action Responsible Partner Author Work Package 5 "Common Strategy of Corridor Functionality" Action Green Transport Corridor Forum Partner #09 Roskilde University Sandrina Lohse, Per Homann Jespersen Version 1 Date Status Final version (DRAFT) Final version » 1 27

2 Document Approval Chronology Document Revision / Approval Version Date Status Date Status st draft Workshop nd draft Meeting/workshop rd draft Comments via Mail th draft Comments via Mail Final version Final version Final version » 2 27

3 Output Description (Application Form) The Green Transport Corridor strategy is an output from Strategic Development work package in the Scandria project and presents its approaches towards a green freight transport corridor. Together with the corridor investment and infrastructure development strategy a set of recommendations will be proposed for the Scandria Action Plan. This strategic work will provide a vision, strategy and action plan based on the EU initiatives towards a competitive transport system which includes green transport corridors in Europe. All strategy inputs have been gathered during a one day workshop in January 2011 and from submitted comments of various project partners and associated partners (representatives from the Baltic Sea Region projects (EWTCII and Transbaltic), the FP7 project SuperGreen, the Swedish Road administration, Technical University Berlin and Tetraplan). The Green Transport Corridor strategy addresses mainly transport policy makers and transport planners. Nevertheless it also addresses transport operators and terminal owners since they are the key for developing and adopting innovation. Scandria Green Corridor vision for 2030 By 2030 the northern part of the Scandinavian-Adriatic transport corridor 1 will be one of the most innovative (passenger) freight transport corridors worldwide through the enhancement of transport solutions that have the best environmental, economic and safety performance. This will endorse the EU vision towards an integrated (i.e. network of corridors) and sustainable transport system (i.e. Green Corridors). The main objectives are: A. Modern, efficient and greener transport solutions that highlight co-modality for terminals and connections. B. Harmonised regulations and standards for terminals and connections that support interoperable and reliable transport solutions but do not prevent innovation. C. Innovative transport infrastructure that encourages economically attractive sustainable logistic solutions (green logistics). Scandria Green Transport Corridor Strategy Corridor of Connections An optimized connection of terminals and potential customers of the corridor improves the quality and reliability of various kinds of transport chains in the SCANDRIA corridor. All transport modes should be promoted within the corridor and should be chosen based upon where they will provide the best performance in the transport chain. This could lead for example to a Green Corridor with railway as a backbone. The Scandria Green Corridor approach for Connections refers to: - Improvement of railway connections - Harmonisation of railway standards - Improvement of ferry connections 1 The Scandinavian-Adriatic transport corridor is supported by the two projects SoNorA and Scandria. and Final version » 3 27

4 Corridor of Terminals The performance of major freight terminals along the corridor and their facilities will be improved with the aim to achieve a higher efficiency in goods handling and energy consumption. This includes the implementation of IT solutions for an efficient flow of goods and information within and through the terminal. The terminals are intermodal transhipment points and represent the corridor s potential for use of co-modality solutions. The Scandria Green Corridor approach for Terminals refers to: - Provide efficient terminals - Provide open access and innovation - Implement a terminal certification Corridor of Innovation A platform for innovative transport/logistic solutions that improve the management of the transport system will be provided, which supports co-modality and a better utilisation for all modes of transport. Energy efficiency and the consumption of renewable fuels will be encouraged to promote furthermore emission reduction and independence from non-renewable resources. The Scandria Green Corridor approach for Innovation refers to: - ITC solutions for advanced management of transport and consolidating freight flows - Energy efficient and renewable energy Recommendations for Scandria Action Plan - Setting up pilot unit train schemes - Coordination of standards for rail between national authorities for new and upgrade infrastructure - Coordination of train management across the countries and borders - High railway standards for the Fehmarn Belt fixed link and connecting lines - Establishing a network of open access terminals in the corridor with certified levels of operations - Establishing an infrastructure of compressed biogas stations from Goteborg/Stockholm to Berlin - Improve knowledge on co-modal transport - Implement an innovative approach to corridor governance (Scandria Alliance) Output Schedule Source Planned according to Application Form Expected according to revised work plan Deadline / Milestone Draft Final Draft Draft Final Final version » 4 27

5 SCANDRIA GREEN CORRIDOR STRATEGY Green freight transport logistics within the Scandinavian-Adriatic Corridor Final version » 5 27

6 Executive Summary Key messages for policy actors in the Scandria corridor The Scandinavian-Adriatic Corridor provides the shortest connection between Scandinavia and the Adriatic Sea along the divide between Eastern and Western Europe. The northern part of the corridor represents one of the most competitive regions in Europe that covers more than 15 million inhabitants. These regions constitute a driving force for innovation throughout Europe. A good, well-functioning and diverse transport infrastructure is a precondition for making the Scandria corridor attractive for companies to settle in. A necessary condition, but not a sufficient condition attractiveness depends on many other factors. A dedicated effort to develop a green Scandria Corridor will of course be helpful to reduce the environmental and climate impacts of freight transport. But it can also contribute to the attractiveness of the corridor by being a showcase for the way to develop transport to meet the targets set by the White Paper on Transport and by the Climate Strategy of the EU. The Danish and German governments are already providing a lot of the framework by improving rail infrastructure and constructing the Fehmarn Belt fixed connection. This is a window of opportunity for actually moving freight from road to rail, but more has to be done than just build the infrastructure. The terminals both road-rail and ports should be looked at to ensure that conditions for comodal transport are optimal. Open access of terminals is an important issue to secure competition and volumes of freight. Organizational models and technologies that could smoothen the transfer between road on one side and sea and rail on the other should be carefully considered. Knowledge of co-modal transport among actors in the logistics sector, and especially forwarders and operators is necessary to actually move some of the freight to rail, and ITC systems should be provided to make co-modality work with less friction. When building new rail the countries involved should try to develop a common understanding of the standards for i.e. train length and profile in order to give operators in the different countries more flexibility when organizing their transports. It should be considered how the capacity of the Fehmarn Belt fixed connection could be optimized for both freight and passenger trains. Setting a minimum required speed for freight trains could be one of the options. Also road freight transport should be in focus. Truck transport will remain the main transport mode for decades to come. Fehmarn Belt heavy and long distance trucks will only have biofuels as a nonfossil alternative for many years. Thus, being in the front by providing infrastructure for compressed and liquefied biogas along the corridors could already now have a significant impact since Germany, Sweden and Denmark all have the necessary resources for developing a biogas corridor with their large primary production and an innovative industrial sector. The presence of natural gas in the three countries provides a bridging technology for biogas and can secure supplies while building the resource base. We already have got the trucks and the Swedes have shown the way with their biogas strategy. Most of these projects will only be realised if business cases can be established. But policy actors in the Scandria Corridor can do a lot by regulatory framing and selective support of the projects. Final version » 6 27

7 Index EXECUTIVE SUMMARY... 6 LIST OF FIGURES INTRODUCTION GREEN CORRIDOR APPROACH OF THE EU SCANDRIA APPROACH TOWARDS A GREEN TRANSPORT CORRIDOR SCANDRIA GREEN CORRIDOR VISION FOR OBJECTIVES OF THE SCANDRIA GREEN CORRIDOR VISION SCANDRIA GREEN TRANSPORT CORRIDOR STRATEGY CORRIDOR OF CONNECTIONS Improved Railway Connections Harmonizing Railway Standards Improved Ferry Connections CORRIDOR OF TERMINALS Efficient Terminals Open access and innovation Certification of Terminals CORRIDOR OF INNOVATION ITC solutions for advanced management of transport and consolidating freight flows Energy efficiency and renewable energy RECOMMENDATIONS FOR THE SCANDRIA ACTION PLAN SETTING UP PILOT UNIT TRAIN SCHEMES COORDINATION OF STANDARDS FOR RAIL BETWEEN NATIONAL AUTHORITIES FOR NEW AND UPGRADED INFRASTRUCTURE COORDINATION OF TRAIN MANAGEMENT ACROSS THE COUNTRIES HIGH STANDARD FOR THE FEHMARN BELT FIXED LINK AND CONNECTING LINES ESTABLISHING A NETWORK OF OPEN ACCESS TERMINALS IN THE CORRIDOR WITH CERTIFIED LEVELS OF OPERATIONS INNOVATIVE TRANSHIPMENT TECHNOLOGIES ESTABLISHING AN INFRASTRUCTURE OF COMPRESSED/LIQUEFIED BIOGAS STATIONS FROM GÖTEBORG/STOCKHOLM TO BERLIN IMPROVE KNOWLEDGE OF TRANSPORT OPERATORS FOR CO-MODAL/INTERMODAL TRANSPORT SOLUTIONS INNOVATIVE APPROACH TO GOVERN THE CORRIDOR LIST OF REFERENCE Final version » 7 27

8 List of Figures Figure 1 Green Corridor Strategy Elements Figure 2 Scandria Green Corridor Workshop on the 20th of January 2011 in Copenhagen Figure 3 Objects of Green Transport Corridor vision with element of the strategy Figure 4 Freight train departure at Rostock harbour (Rostock Port/Nordlicht) Figure 5 Main rail freight lines connecting Scandinavia with Germany/East Europe (2011/2020) (Boysen 2011 p. 22, 23) Figure 6 Oresund Bridge view from Malmö (Region Skåne) Figure 7 Rostock harbour has direct railway connection to marine transport (Rostock Port/Nordlicht) Figure 8 Old keys for railway track changes in Wustermark Figure 9 Well to Wheel greenhouse gases. Passenger cars (DENA 2011, p.5) Figure 10 Railway terminal Wustermark Figure 11 Effects of technical standards for rail transport (Boysen 2011, p.31) Figure 12 Fehmarnbelt tunnel portal Denmark (Femern A/S) Final version » 8 27

9 1 Introduction in a world of rising oil prices, growing congestion and looming climate change, the EU s transport system needs a radical overhaul to maintain its role of growth engine and keep pace with mounting global competition. In order to avoid having to limit our freedom of movement, we need to break the shackles of transport s dependency on oil, but without sacrificing its efficiency. [Siim Kallas, Vice-President of the European Commission, Commissioner for Transport (COM 2011 b, p.1)] With the 2011 White Paper on Transport the European Commission presents its strategically based vision towards a competitive transport system that aims to achieve fossil fuel/resource independence and at the same time a reduction of at least 60 percent carbon emissions in the transport sector by Furthermore, the commission aims to shift 50 percent of medium and long distance freight journeys from road to rail and waterborne transport and reduce 40 percent of their shipping emission (Chapter 2). Nevertheless, the highly ambitious goals of the commission towards an efficient and strongly CO2-reduced transport system (see text box statement from Siim Kallas) makes it necessary to act beyond the business as usual approach, due to the fact that the transport sector is a significant and still growing source of GHGs 3. Hence, the transport sector has to overcome various obstacles through contributions of all transport stakeholders and set concrete activities along all elements of the transport system. Studies have proven that transport operators are confronted with a long list of obstacles (barriers) while initiating fossil free freight transport solution 4 such as e.g.: - Alternative fuels are more expensive then fossil fuels - Uncertainty over what technology will be used in the future - Taxes on transport have national focus, no common EU regulation based on fair and efficient pricing - Cross-border transport initiatives are complicated since national transport planning and regulations are different in each EU country, hence no common approaches exist - Transport operators have lack of knowledge of combined transport etc. Although development of new technologies in more resource-efficient vehicles and cleaner fuels is ongoing, it is unlikely that these developments on their own can achieve the necessary reduction of emissions. Nor can they solve the problem of congestion in Europe. However, the commission s initiative on Green Freight Transport Corridors underlines the need to concentrate large freight volumes for transfers over long distances and encourages the use of multimodal transport solution combined with advanced technology in order to accommodate rising traffic volumes while promoting environmental sustainability and energy (COM 2007, p.11). 2 Commission analysis shows that while deeper cuts can be achieved in other sectors of the economy, a reduction of at least 60% of GHGs by 2050 with respect to is required from the transport sector, which is a significant and still growing source of GHGs ( COM (2011) 144a, p.3) 3 By 2030, the goal for transport will be to reduce GHG emissions to around 20% below their 2008 level. Given the substantial increase in transport emission over the past two decades, this would still put them 8% above the 1990level. (COM 2011 b, p.5) 4 Region Zealand (Denmark) workshop on Fossil free freight transport for Region Zealand on the 26 th of August at Roskilde University Søminestation in Denmark. Final version » 9 27

10 The the Scandria project, which represents the northern part of the Scandinavian-Adriatic Corridor (short Scandria corridor) 5, has the ambition to establish a Green Corridor strategy that includes the greening aspects in all three main objectives for the development of the Scandria corridor. The Scandria Green Corridor Vision for 2030 (Chapter 4) sets a framework for the Green Corridor strategy (Chapter 5) and presents the projects ambition towards the development of a greeneroriented transport corridor that endorses the EU vision towards an integrated and sustainable transport system. In addition, it emphasizes the strategic approaches for the overall Scandria Action Plan (Chapter 6), which can be seen together with the strategy as policy proposals for the corridor beyond The strategy promotes the Scandria corridor as a main thoroughfare for goods transport between the Baltic and the Adriatic Sea, which will bundle large freight volumes and reduce congestion along some of the bottleneck corridors in Western Europe. The Scandria corridor is just one part of a complex network of corridors and will therefore consider, include and co-operate with approaches of other corridor projects 6. During the Scandria Green Corridor strategy developing process, it was obvious that the project had to set a strong focus on the three slightly redefined elements of the transport system 7 which need to be improved to fulfil the greening characteristics for a Green Transport Corridor. Hence, the strategy considers improvements along the corridor for freight terminals, transport connections and transportrelated innovation. Figure 1 Green Corridor Strategy Elements 5 The Scandinavian-Adriatic Corridor (short Scandria) is defined as corridor going from Oslo and Stockholm via Malmö and Copenhagen to Berlin and further to the Adriatic Sea through the SoNorA project cooperation. The Scandinavian-Adriatic transport corridor is supported by the two projects SoNorA and Scandria. and 6 The Scandria project signed an Agreement on joint green transport corridor activities between the Swedish Ministry of Enterprise, Energy and Communications and the transnational territorial cooperation projects: East West Transport Corridor II, Scandria and TransBaltic. Available at 7 Rodrigue 2009 defines that the transport system can be conceptualized as the set of relationships between nodes, networks and demand. For the purpose of the Scandria strategy nodes are defined as terminals that include various forms of transhipment locations. The networks present linkage between these terminals; hence it implies connecting actors along the corridor (term connection used in the strategy). The demand side of the transport system is the ambition of the Scandria project to attract more freight flows but at the same time to provide efficiently and sustainable movement of freight to achieve economical growth and greening transport system. Beside the terminal and connection improvements the innovation factor has been identified as an important element for the development or greening of transport system (e.g. increase of interoperation in the transport system). Final version » 10 27

11 2 Green Corridor approach of the EU The concept of Green Freight Transport Corridors was put forward in 2007 by the Freight Transport Logistics Action Plan (COM 2007/607) as measure 2.5: The concept of transport corridors is marked by a concentration of freight traffic between major hubs and by relatively long distances of transport. Along these corridors industry 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. 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. 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 bio fuels and, later, for other forms of green propulsion. Green corridors could be used to experiment with environmentally-friendly, innovative transport units, and with advanced ITS applications. (COM 2007, p.11) Four years later, the EU White Paper on Transport 2011 (COM 2011b) does not mention the term. However, it has set ten goals for a competitive and resource efficient transport system, where especially goals 3 to 6 are highly relevant for the approach of Green Freight Transport Corridors (see text box below). Optimising the performance of multimodal logistic chains, including by making greater use of more energy-efficient modes (3) 30% of road freight over 300 km should shift to other modes such as rail or waterborne transport by 2030, and more than 50% by 2050, facilitated by efficient and green freight corridors. To meet this goal will also require appropriate infrastructure to be developed. (4) By 2050, complete a European high-speed rail network. Triple the length of the existing highspeed rail network by 2030 and maintain a dense railway network in all Member States. By 2050 the majority of medium-distance passenger transport should go by rail. (5) A fully functional and EU-wide multimodal TEN-T core network by 2030, with a high quality and capacity network by 2050 and a corresponding set of information services. (6) By 2050, connect all core network airports to the rail network, preferably high-speed; ensure that all core seaports are sufficiently connected to the rail freight and, where possible, inland waterway system. (COM 2011a, p.9) According to the White Paper, European policies towards an integrated and sustainable transport system should focus on the provision of sustainable, innovative, intermodal and interoperable regional and national transport and logistics networks, infrastructures and systems. Furthermore European policies should encourage modal shift strategies with energy efficient means of transport, aim for the optimisation of infrastructure capacity and promote internalisation of external transport cost. Final version » 11 27

12 3 Scandria Approach towards a Green Transport Corridor Figure 2 Scandria Green Corridor Workshop on the 20th of January 2011 in Copenhagen Overall, the Scandria project welcomes the Commission s 2011 White Paper on Transport, which is in many parts fully in line with the projects approaches. The Commission presents for the first time a document that has a strategic approach, which defines a policy agenda for the next decade. This is seen by the project as a step forward to plan developments in a long term perspective and confirms the Scandria strategy approach by The Scandria project agrees with the Commission that an efficient framework for transport users and operators is required to implement the Commission s vision for transport. Therefore the Scandria project has the ambition to initiate closer cooperation between transport stakeholders within the corridor in order to establish coherent greening initiatives that can support pioneers in establishing cleaner transport solutions, identifying demand of transport infrastructure investments and strengthening cooperation in cross-border transport planning. The Scandria work in progress towards greening the transport along the corridor are conducting studies for the use of biogas in heavy goods vehicles, developing new unit train solutions, supporting the Motorways of the Sea project Rostock-Gedser, collaborating with the SuperGreen project on benchmarking the Green Corridor Concept and setting up a Scandria Green Corridor Strategy, which is presented in this document (Chapter 5). While the Green Corridor strategy is mainly based on studies already produced within the Scandria project, some elements will be elaborated by ongoing and new studies, which will further support the implementation of the strategy. Green Transport Corridor definition Green corridors promote the development of a cleaner freight transport system. They endorse the EU vision towards an integrated and sustainable transport system. Green Corridors provide the most environmentallyfriendly, sustainable, efficient and safest connection for freight transport in Europe. Green Corridors deliver transport solutions that are more economically, ecologically and socially viable than other (non-green) corridors. The transports within the corridors are efficient, and when possible the optimum transport modes are used. Hence a large proportion of the goods transported within the corridors often are international or other long-distance transport, through intermodal transport, with use of freight trains, inland waterways, modular road trains, trucks using alternative fuels, trucks with the best EuroNorm, or other efficient and more environmentally-friendly transport modes between the transport shipment points. At the trans-shipment points, the goods will be shifted to local trucks in an efficient manner in regard to time and cost, to be distributed to the receivers. (Tetraplan Klyster-Hansen, H. 2011, p.4). Final version » 12 27

13 4 Scandria Green Corridor Vision for 2030 By 2030 the northern part of the Scandinavian-Adriatic transport corridor will be one of the most innovative (passenger) freight transport corridors worldwide through the enhancement of transport solutions that have the best environmental, economic and safety performance. This will endorse the EU vision towards an integrated (i.e. network of corridors) and sustainable transport system. 4.1 Objectives of the Scandria Green Corridor Vision 2030 To achieve this vision for a corridor of terminals, connection and innovation, the stakeholders of the SCANDRIA-corridor will work towards: A. Modern, efficient and greener transport solutions that highlight co-modality for terminals and connections: Co-modal/multimodal transport solutions will be widely used along the corridor. Transport Areas of Improvement for a Green Transport Corridor Developments towards a cleaner transport system should cover areas like: - Sustainable logistic solutions - Co-modality - Harmonised system of rules - Concentration of freight flows - Effective trans-shipment points - Platform for innovation. operators have knowledge about and access to co-modal trans-shipment terminals, and will therefore be able to make optimal use of all transport modes. Hence transport buyers have a wide choice of offers for their needs including also the most environmentally-friendly solutions on the market. This will support the concentration of freight flows within the corridor, leading to further economies of scale. This approach will be realized through the full interoperability of train and ship transport systems with an innovative back-up system of (renewable) alternative-energy based road transport solutions. This will provide a platform for business stakeholders, possibly supported by research programmes, for the testing of new developments in the transport sector (ITS/ICT solutions, alternative fuels solution, mode types). B. Harmonised regulations and standards for terminals and connections that support interoperable and reliable transport solutions but do not prevent innovation: Hence terminals will be open, accessible and effective trans-shipment points. Intelligent Transport Systems (ITS) and Information and Communication Technology (ICT) solutions 8 that are implemented according to accepted standards will be easily and openly accessible for intermodal logistics and transport operators along the corridor. Transport and infrastructure pricing at the national and European levels will have been adjusted as the EU White Paper 2011 suggests 9, making environmentally friendly transport along the corridor more competitive. 8 Among these are for example: ERTMS for railways, real-time information systems and satellite-based for ferries. 9 59: The internalisation of externalities, the elimination of tax distortions and unjustified subsidies and free and undistorted competition are therefore part of the effort to align market choices with sustainability needs (and to reflect the economic costs of nonsustainability ). They are also necessary to establish a level playing field between modes which are in direct competition. (COM 2011a, p.16) Final version » 13 27

14 C. Innovative transport infrastructure that encourages economically attractive sustainable logistic solutions (green logistics): A modern and well-maintained infrastructure for major connections and terminals will enable all operators to deliver fast, frequent, reliable and cost-efficient freight and passenger transport on the main routes in the corridor. In addition, the infrastructure will support a gradual transition to alternative propulsion technologies 10 (clean transport system 11 ). The backbone of the transport corridor 12 will be part of the TEN-T core network. This will enhance further modernisation of the infrastructure, including innovative elements. The SCANDRIA corridor aims to be a bio fuel testing corridor. Figure 3 Objects of Green Transport Corridor vision with element of the strategy 10 Currently, this includes LNG (liquid natural gas) as fuel for ships, liquid bio fuel or liquefied biogas as fuel for trucks, and a more sustainable power generation for the railways (which will be electrified until 2030 on the main lines). 11 A core theme of the EU 2020 strategy and the common transport policy is to decarbonise transport. The aim of the EU Clean Transport Systems (CTS) initiative is to present a consistent long-term alternative fuel strategy and possible measures to take in the short and medium term. More about this initiative is available at: 12 Road / rail Oslo Gothenburg Malmö and Helsinki Stockholm Malmö including ferries FI SE; road / rail Malmö / Kopenhagen Berlin Adriatic ports including ferries Trelleborg Rostock, Gedser Rostock and Trelleborg Sassnitz; road / rail Malmö / Kopenhagen- Fehmarnbelt Berlin and major terminals along the corridor. Final version » 14 27

15 5 SCANDRIA Green Transport Corridor strategy 5.1 Corridor of Connections The SCANDRIA Green Corridor approach for connections refers to: Improvement of railway connections Harmonisation of railway standards Improvement of ferry connections Railway and sea transport are from an energy point of view the most efficient freight transport modes provided that they are organized efficiently. The European Union has for years invested large sums of money into getting freight from road to rail, which has lead to some significant improvements in the national and international freight rail systems but this in turn has not lead to a significant increase in the market share of rail. Many reasons at many different levels can be put forward to explain this. Such explanations could be the economical factor, the competition with road transport and the lack of knowledge by transport operators and warders of rail/intermodal transport. However, against the perspective of significant rise in prices for fossil fuels in the next twenty years and the political desire to reduce dependence on fossil fuels we have to get our alternatives to work efficiently if we wish to maintain the same level of freight transport in the future as we have today. Figure 4 Freight train departure at Rostock harbour (Rostock Port/Nordlicht) The SCANDRIA corridor between the Baltic and the Adriatic Sea is in itself an answer to this a connection which holds the promise to connect Scandinavia, Northern and Eastern Germany with the Adriatic Sea so that e.g. goods to and from East Asia can use the much shorter route through the Suez Canal and exchange the route around Europe for a direct connection and if this is made on rail, a significant reduction in CO 2 - emissions as well. Thus, it is the ambition of the Scandria partners to show that it is possible to move freight from road to rail, by providing a new corridor and by developing in the corridor new solutions that can make rail much more attractive for the transport buyers. Freight transport across the sea can be even more energy efficient than by railway, and the SCANDRIA corridor provides new possibilities for the Baltic Sea ports, especially those on the southern shore. They can provide connections all over the Baltic Sea for a large variety of freights and goods, whether it is bulk, tank products, containerized items or ferries. For the Scandria corridor the ferries are especially important by providing vital links in the corridor. Final version » 15 27

16 Improved Railway Connections The rail system in the Scandria area is in general well functioning when it comes to transnational freight transports. Freight trains are running regularly between Sweden, Denmark and Germany either across the Danish-German border or by the ferries between Trelleborg and Rostock/Sassnitz. Even though there are different systems for electricity and train control, this issue has been solved by using trains that can switch between different systems. All the main lines are electrified and thus bear the possibility of switching to 100% renewable energy supply. Significant improvements of the system are being implemented in all three countries. Extra tracks and a new tunnel on the Malmö-Göteborg connection are being constructed in Sweden. Denmark will have the whole of its railway signal system refurbished by 2021 according to European Standards (ERTMS level 2), and in connection with the Fehmarn Belt fixed connection the whole track from there to Copenhagen will be either supplied with new track or the existing track will be renewed. On the German side the rail track between Fehmarn Belt and Lübeck will also be renewed and improved, and between Rostock and Berlin the track is already being improved. However, even after these improvements there will be bottlenecks, which will impede the optimal utilization of the rail infrastructure for freight and passengers as well. Figure 5 Main rail freight lines connecting Scandinavia with Germany/East Europe (2011/2020) (Boysen 2011 p. 22, 23) Final version » 16 27

17 Harmonizing Railway Standards The harmonisation of rules and technical standards by improving the weak ones reduces bottlenecks and weak links for cross border transport and increases the efficiency of transport chains. Such a harmonisation has to be negotiated, decided and enforced on multi-national basis. It might be supported by the freight corridor structures proposed in the White Paper 13. Such harmonisation addresses for example, common limitations for length and mass of trains in all nations along the corridor. The goal is to Figure 6 Oresund Bridge view from Malmö (Region Skåne) identify and implement operating rules for railways that can be applied to all rail operators in the corridor. Other issues that require a common technical standard are loading gauges, axle loads and meter loads (weight) for railway transport. New or changes in regulations should also be considered and communicated while planning new railway lines or upgrading existing ones. Improved Ferry Connections Ferries will be crucial for the trans-baltic traffic even after the completion of the Fehmarn Belt fixed link. Nevertheless they are also a weak link in environmental terms, as their energy use is often higher than the combined energy use of all vehicles on board if there were a fixed link instead of the ferry line. As ferry lines work on market conditions, these problems are mainly subject to price mechanisms and to international regulation. It is however important that there is good collaboration between the owners of the ferry lines, the ferry terminals and the national and regional authorities in order to secure an improving standard seen from the transport buyer s perspective and a rising environmental performance : Multimodal freight corridors for sustainable transport networks: Create in the context of the core network multimodal freight corridor structures to synchronise investments and infrastructure works and support efficient, innovative and multimodal transport services, including rail services over medium and long distances. (COM 2011 a, p. 28) Final version » 17 27

18 5.2 Corridor of Terminals The SCANDRIA Green Corridor approach for the Terminals aims to: Provide efficient terminals Implement a terminal certification Provide open access and innovation Terminals are the nodes of co-modality, where freight from sea, rail and road is exchanged. If these nodes are not time- and cost-efficient and reliable as well, then the whole system will be inefficient, and the mono-modal truck transport will prevail, further endangering environmental and climate targets. Thus, the efficiency of ports and road-rail transfers is crucial. For bulk freight there is usually tailor-made solutions, and often we see transport chains mainly on sea and rail. The biggest challenge is in containerized transports, where the standard containers or truck trailers are moved between the three modes of transport. This sector is the one with the greatest growth potential and also the one that asks for standardized solutions. A network of intermodal trains or unit trains (trains going back and forth between two terminals with no or very little reconfiguring) within terminals the SCANDRIA corridor is the objective of the SCANDRIA project. To comply with demands for speed of delivery and just-in-time delivery, these unit trains should have a high frequency and should be reliable reliability being more important than speed. At the same time, to be economical, the trains should be as close to full length as possible. Efficient Terminals The efficiency of terminals is determined by organization and technology. Seen from road transport s point of view it should be easy and fast to load and unload at the ports and the railterminals and without time restrictions. The containers and trailers should be loaded and unloaded fast to the train, securing efficient use of wagons and track available. This requires expensive technology, and with the demands for long trains and high frequencies, this means that a dense network of terminals is not possible. There are different technologies that make direct transfer of containers from truck to rail wagons possible. However, we are far from a standardization of these technologies, and the time and organizational restrictions that this gives for trucks loading and unloading make an introduction of these technologies in the near future improbable. Final version » 18 27

19 Open access and innovation Ownership of terminals differs markedly. It is crucial that the ownership of terminals does not restrict access for transport buyers, so that free competition can exist between terminals in order to bring down the costs for using them, bring up the service level and promote innovative solutions. So, on one hand we want competition and on the other hand we must realize that only a limited number of terminals will be feasible if we want a strong rail and marine (intermodal) freight transport system. This calls for government intervention and coordination between the governments in the SCANDRIA corridor. Figure 7 Rostock harbour has direct railway connection to marine transport (Rostock Port/Nordlicht) The aim is to provide open terminal access for all types of users along the corridor, at least in the major freight terminals. This is postulated in the Freight Transport Logistics Action Plan 14 and in the White Paper 15, in accordance with EU competition rules. It might become compulsory for those terminals which are part of the TEN-T core network to demonstrate their non-discrimination of users. Certification of Terminals One way to promote this might be through the introduction of a certification for rail freight terminals endorsing open access and a certain service level. 14 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. (COM 2007, p. 11) 15 34: Obstacles to a smooth functioning of and effective competition in the internal market persist. (...) A vigilant enforcement of the competition rules across all transport modes will complement the Commission s actions in this area. (COM 2011a, p.28) Final version » 19 27

20 5.3 Corridor of Innovation The SCANDRIA Green Corridor approach in regard to innovation aims to: ITC solutions for advanced management of transport and consolidating freight flows Energy efficiency and renewable energy ITC solutions for advanced management of transport and consolidating freight flows The EU White Paper proposes freight corridor structures to support efficient, innovative and multimodal transport services 16. Consolidation of freight flows is crucial for the economic and environmental feasibility of freight transport within all modes. A fully loaded truck or ship, and a full-length freight train emit less pollutants and greenhouse gases per ton-km than a partially loaded unit. Nonetheless, competition in the transport sector often results in much less than optimal load factors, which is fundamentally due to the fact that raw transport is cheap and does not contribute significantly to the cost of most products. Where it does, e.g. in distribution to supermarkets or over very long distances, freight transport is actually optimized. Consolidation of freight flows is taking place in e.g. freight exchanges, where different transport operators share information on freight orders in order to optimize transport. It is however a tricky issue being competitors and co-operators at the same time, and thus the freight exchanges are not as efficient and widespread as would be desirable from an environmental point of view. A solution that has been proposed and also partly implemented is to make an electronic freight transport planner, equivalent to what we know from the public transport system. In its most radical form this would bring the transport buyer in direct connection with the transport operators to buy door-todoor transport, and thus holds the possibility of a much more efficient freight transport system. A barrier for more co-modality is the very different administrative and legal frameworks within the different transport modes. ITC systems as well as new organizational forms should be found to bring transport buyers nearer to a paper-free transport system and to reduce transaction costs in the co-modal systems. Figure 8 Old keys for railway track changes in Wustermark 16 EU White Paper (2011), p. 28: 35. Multimodal freight corridors for sustainable transport networks: Create in the context of the core network multimodal freight corridor structures to synchronise investments and infrastructure works and support efficient, innovative and multimodal transport services, including rail services over medium and long distances. Final version » 20 27

21 Energy efficiency and renewable energy The greatest challenge for the freight transport system towards 2030 is to maintain or even increase freight flows and at the same time drastically reduce the emission of greenhouse gasses. The main rail lines within the Scandria area are already electric or will be electrified by and thus have high energy efficiency and hold the potential to reduce greenhouse gas emissions as the power sector is getting greener. Whereas short-distance and light duty trucks for e.g. services and city distribution have a potential for the development of electro-mobility. No system-wide solution based on electricity is probable for long distances and heavy duty trucks in the next twenty years. Thus, bio fuels and especially biogas seem to hold the potential for decarbonising truck transport also in the short run. The trucks exist, the resource base is present in the region and Sweden already has a network of biogas stations. It is the strategy of Scandria to support this by supplying the corridor with an infrastructure which makes long distance transport along the corridor based on biogas possible. Figure 9 Well to Wheel greenhouse gases. Passenger cars (DENA 2011, p.5) 17 For example Ringsted-Rødby and Puttgarden-Bad Schwartau are mot electrified yet. Final version » 21 27

22 6 Recommendations for the Scandria Action Plan List of recommendations for Scandria Action Plan Setting up pilot unit train schemes Coordination of standards for rail between national authorities for new and upgraded infrastructure Coordination of train management across the countries High railway standards for the Fehmarnbelt fixed link and connecting lines Establishing a network of open access terminals in the corridor with certified levels of operations Establishing an infrastructure of compressed biogas stations from Goteborg/Stockholm to Berlin Improve knowledge of transport operators of co-modal/intermodal transport solutions Innovation approach on corridor governance 1. Setting up pilot unit train schemes Figure 10 Railway terminal Wustermark The partners in the Scandria project will actively promote the establishment of unit trains 18 along the corridor, by bringing partners together, by assisting in bringing EU funding to the schemes (from e.g. the Marco Polo program), by supporting infrastructure improvements that can support the efficiency and regularity of the unit train connections. 18 A whole train traveling intact from origin to destination without intermediate switching is called "unit train". A block train on the other side consists in the context of train, a "block" is the established term for a group of wagons going intact from shipper to consignee. A train often consists of several blocks of wagons, i.e. groups of wagons, prepared, and pre-blocked", to be easily uncoupled as complete groups at yards or junctions en route. Final version » 22 27

23 2. Coordination of standards for rail between national authorities for new and upgraded infrastructure Initially each country had its own standards when it came to railways. Some of these standards have been harmonized by the UIC or the EU, such as signalling, control and management systems (ERTMS, ETCS). In other areas standards does not have big significance such as type of supply voltage for electrical trains modern electric trains can without significant cost drive on a diversity of systems. And some standards are not harmonized, among others maximum length of train, maximum axle load, and gauge (profiles for e.g. tunnels and bridges). It would be very costly just to change these standards. But it would be prudent to agree on a standard for new and refurbished infrastructure that gives as little hindrance to trains from other countries as possible this will gradually move us towards a single European track. Even if this would only be an agreement between the countries involved in SCANDRIA, it would be beneficial. Figure 11 Effects of technical standards for rail transport (Boysen 2011, p.31) 3. Coordination of train management across the countries Management of train traffic is a national issue, but there exists collaboration between national authorities on the scheduled international traffic, so that channels for e.g. freight trains are coordinated. However, if freight on rail is going to be a success, then planning must be according to the nature of rail freight: Not the speed but the reliability is the crucial criteria. Provided the freight train leaves on schedule, it should be almost certain to be on its destination on time. So, managing passenger and freight trains is not the same and the different criteria for the different train types can be used to make the whole system more flexible and efficient, especially as new train management technology is introduced. 19 If a freight train travels between e.g. Sweden and Germany there will be some hours of slack time. If there is a problem on the Oresund Bridge it might be feasible to use most of the slack time there in order to give passenger trains the right of way. But under present conditions this will mean that the freight train would be late on the rest of its route, getting even later. With a coordinated management system, freight train should be given priority in order to reach their destination on time. 19 According to the Regulation concerning a European Rail Network for Competitive Freight (Regulation EC 913/2010) the commission tries to establish a balance between freight and passenger traffic along the Rail Freight Corridors, giving adequate capacity and priority for freight in line with market needs and ensuring that common punctuality targets for freight trains are met. Further information are available at: Final version » 23 27

24 4. High standard for the Fehmarn Belt fixed link and connecting lines The Fehmarn Belt fixed connection will provide, when it is ready in 2020, a very much improved railway infrastructure between Norway, Sweden, Denmark and Germany. This connection will not only be the shortest but also the fastest rail connection for both passenger and freight transport between Scandinavia and Eastern Germany. Figure 12 Fehmarnbelt tunnel portal Denmark (Femern A/S) Careful traffic coordination will be needed to maximize the capacity on the fixed link for both freight trains and fast passenger trains. A minimum speed requirement for freight trains of 120 km/h at daytime and 100 km/h at night (versus a standard of 80 km/h) from the single tracked Storstrømsbro between Zealand and Falster, through the Fehmarn Belt tunnel and to the single tracked Fehmarnsund bridge between Fehmarn and mainland Germany would greatly increase not only the capacity of the freight connection but also improve the compatibility between freight and fast passenger trains allowing for higher speeds of passenger transport. Electrification Lübeck Bad Kleinen and a connecting curve in Bad Kleinen will be necessary to utilise the full potential of this link 20. This will enable the connection between Scandinavia and Berlin as well as the new eastern freight corridor via Stendal. For the passenger trains an electrification and double tracking of the line between Lübeck and Büchen on the Hamburg-Berlin high speed line would also be desirable, cutting at least one hour off the travelling time from Scandinavia to Berlin. 5. Establishing a network of open access terminals in the corridor with certified levels of operations Establishing a network of open access terminals in the corridor with certified levels of operations is crucial for making co-modal transport efficient and attractive. The network of ports and road/rail terminals could eventually become an initiator of ITC projects to reduce bureaucratic load for transport buyers and establish measures for consolidating freight streams, i.e. electronic freight transport planner. 20 Construction of a connecting track in Bad Kleinen: This means a curve of perhaps 1 km length, connecting the lines to Puttgarden Lübeck and Ludwigslust Berlin/Stendal, so that trains won t need to go into the station of Bad Kleinen and change direction which for a locomotive-hauled train takes in the order of 20 minutes. Final version » 24 27